, lllllllMlllllllUIMIIIIIMOIIIIlllllljIUlltdlMljlll 

I II (Ililuijl IlllllllMl lllllMllliuiflllllinlMllllltll 
,,,,.,. ,11 llnillM 1)1 liUlllllllillllllltMllillJllilllllllUlllilf 

III 111 iijliin I I ri (SiiuihitittiiuiiiniHiiiiiiiiiiiiiiiMiiiiiiiiiui )ii 

iiruiiiilMiiiiiiitiihl iiiii!iiiiiiiiiiiiiiiiiiiHiiiii;iiiiiiiiiiiiiiiii i»Iii> 

iliii iiiiiiniiMliiiiijiiiuiMiiiiuuiiiiniiiiiiiiiMiiiiiiiitiiiiiiiiiiiiiii 

!!H'.''!IM'i!i'i!i'lil"''>i!'''l')i''lii'niiiiiiHiiiiiiiiiiiHiiiuiiiiiiuiiini 

ijiii iiiiiliOmiKl 
liltlllMillillltlllll 
ihiiiiiiiiuiiiiuiii 
llUllKljllllllllllll 



i'l-IE YANKEE MINING 



IIUlilllllOllllllHIl 

iijin|i4it)iiiiuiiiii 

liluiluilliiiiiiiiii; 

IIOIIIMlllillUliDIi 

^llllllilllllllltllllll 



iiiiiiiuiuiiriiiiiiniiiiiiiiifiiii! 

*' iiiuiiiiiiiiiMiliijriitil 

iiiiuiiuiiiiiiiijii))(iii^, 

SllllilJIIIlOllllillllllllj 

Jiiiniiiiiiiiiiiiniiiiuf 



BELKNAP 



tllilHUllllIllttllllll 



lllllllljlllllllljKIIMi 

KlIIMIlDJIIIMIItllll, 
'1 HllwiUilllllilll, 
jilllDKUMIIIllllll' 
4UIII|llltllll)<l)IUi 
tlllllllnlMIIMIHIll 

riiMiMiiiiiiiiiiMiii 



IMIIIIIIIHIIIIIII 



niniDIIIIIIIIIIIIIIIIHIIIIIIIIIIIIIIIIDItlllllllllUllllllllllllliMIIII 

|).llM|lljlllllHIIIIIIINIMIIII|ll!llllllll>l<>l>>IIHIII<lllll|lllllllllllinilllll 

l|lll|IIHIIIIIlMIIIIIIJIIIIIIIII)llllll|IMIilU1UIIIIIMII!IIIIIIIHUInlllll 

.IIIIIIIIIIIIIIIIIIUIUIIIIIIIIIIIlillllltlOlilllilllllllllllllMlllllilllllllllll 

UIIIIIUIIIIIIIIIIilllllllllllllDilli IMMIIIIUIIDIIIIIIIIIHIII'HIIIIIIIII 

MlllllllHIUIUIIIIIIIllll 

IllllllllllU.llllnilllll 



llllllilllJIIUIIIIIIIIIUIIUllllllllllllllMHIIIIII 
-J|II)III|IIIIIIIIIII|IIHIIIIIIII|III)IIIUI' 

[lirill)1liii.ii)iiiiiiiiiiiiiiiii)iiM)iiiiiii 



lll|llllllllllllllllilHIIIIIIIIIIII)IIIUIMIIilli 
,jrill)lljll.l|)lllllllllllllllll)IIM)lllill|>lllllllllllllllllllillllllUI ,,,.. 

i|iti.i|)ritiiiiiiii)iiii<iiiiiiiiiiiMiiiii!)ii<iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiii 

iwi'iii^' l*!li< M'>'IMIIiiililliililliiii<iiiliiiiiiiUliliiiiii(i|i(iiiiiiiiiiiiiiiii|iiii 

imiiiui)ri(inlniiiiiiiiiiii)iiiiiiiiiiii«i>MiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiHNMiiiii 
iiiiniii i1iii;ii iiiiiiiiitiiMiiiiijiiiiiiiMiiiiiMiiiiiiiiriiiiiiiMiiiiiiiiiiiiiMiiiiiii 
I ini II )uiil)iiiiiiiiii)tiiiiiiiMii)i>i><ii<>iiiiiii|»iiiiiiiiiiii< 111(1111111111411111141 

I lillill ih III Illljillll|ll44ll)llllll|l)llilll><lll<!ll4lllllllllllllllll4)l4l>llllllllll< 

'■'"'^llllliWlIp.riillll»lllllll>IU4lllllllll4llllllllllllll|i|llllinilMIIIIIIIII)l44441 

llllllllllltil lllllllllllll414l)(IIIIIIIIIlMI4MIIIIIIIIIIIHIIi:illlll|IIIIIIIilllilt 

TiM III! Il<llil)ll)llt4llllllllllllllllll41 mil II I III! I III III! Ill 1 1 11111111111441)4)1 

IIIMII Illll4l)4llllimil|lll IMII'IKIIIIIIIIHIIIIIIIIIIIIIIillllllllWItl^ 

imiiiiiiiiiiiiiiili.iiliiiihiiiu/iHiKHiiHiiiiiiiiiiiMiiiiiiiiiiiiiiii ilm: 
inonn ri<ii)iiiiiiii.iiiiiiiiniiiiiMi,MiiiiiiiiiiMiiiiiiiiiiiiiiii])ii4imi 

ili|niliiUi)iliiiiiiu.'MiiHiM;iiiiiiiiiiliiiiiiiiU)iiiiiiiuiiiiuinJ 

IjiiiiiliHijlliiniiiiiMiniiiiiiiiiiiiiDiDiiiiii iiiiiiiiiiiiiDia 

^|lll|ll>ll|llllllli;llllll|lllllltllllll|l|llllll|lllllllllllll 1111(141441 
'Ilini|lll)14lllllll4l4l4lil44ll)ll4ll1l44l4lllllllllllllllllllll{|llllll|| 
^1jll)IIHIIII1<llllllllinillllllini)(ll|lllllllllllllllllll4IIIIMIIII|4 
^IIIIIIMIIIIIIIIHIIIII<ll>ll)ll4)lllll4nilllllllllllll|lllllllllllllllll 
}llllll)lltMII(llllllll4l|lllllllllllllinill!ll|lllllllllllllllllllllllll 
ll)lll|llll)l|l|lllllllllllll|llllllllllllllllrlllllllllll|lll|llllll|lll|l 

liiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHii 

,lllll)lllllllllll|i|lllllllllll.lU>IIIIIIIIIIIIIIIHIIIIIIIIII)lllllllll4| 
l|llll)l:>lllllllllUllllllllllllll{lllltlllll|lllllllllllllllllllllllllll|l 
Jllllllllltllllllllllllllllllll)ll4il44ll4li4llllllllllllllllllllllllll4|l> 
9llllll)lllllllllllllilllllllll4lllllllllllllltl4>IKilllllllllllllllllllll 
|;illll)l{lllllllllllll<4lllllhlll>ll44l4lll4l4l(4:illl4lllllllllllillllU 

"i)iiii4iliiii44ii)Miiiliiiiiiiiiiiii)iriiii!44i4ii mill 111 Mill iiiiuih 

l)llll)lllllllllll«lllllil)UI)l4tll|l)MIIII4l4l44lllimillllimHliil{ 
Illlnllllllll4>l441l444lllllllllllllil4>lllll44llllllilllill!lllllllirili 



'iiiioiiiliiiiiiimiiiiiii 
himiM'lDiiiiiiiiiiiiiii 

" : ,iiiiiiii4iiiiimii<ii) 

iiiiMiiiiilimiiliiDiiiiiimiiiimiinili) 



1 1 11)1 nil Ilium II III II 1 1 nil II IIII4I4I 



immiiiiiiiiiiiiiiii 

miiiiiiinimiiimiiiiimiiiiiiiiiiii 

iiiiiiiiiDiiiiiimiiiimiimiiiiiiiniiiii; 



Ill|lllll|llll44|lllll .., 

.iiiiiiiiiiiMiiiiiliiiiiiiiiimii 
Il0iiiiri>iiiiiliiiiiiiii)ii)iiiiiiiiiiimiiiiii4iiii> 
mill iiiiiiiiliiiiiiiiiiDiiiiiiiiiiiiiiiiiiiDiiiiiii 
iiiii iiilDimiiiiiiiiimiiiimiiimii.miimiii 
I )iili)imiiiiim>immiiiiiiii)iiiiniiiiiiiiiiii, 
l|iilll)liliilm 11)411)111111111111111111 imiimiiniiiiuiiiimmimiiiiiiit 

n I Iliii4miiiiimiim4iiiiiiii|iiiiimiimmmiimii4i)iiiiimiii4i)lt 
mmiimimimiiiimmimii 



iimmiiii 



immiiiKUi 



"' !m!H'!m')')i>'>"<" "I Miiimi 11 111111114141 II 

niHiiMifiliiiii 11)1 111)1 III mi iimiiiiii4miim 

■! >*<ll'lii'<l""<"i<'>'>"i>>'<i''iil>i<i>ii>iimi 

iniiilhwiiiiiiiiiiiiiiitimiiiimimimiiiiiiin 

.^....111 iiiii)li1iiiiii|iiiiimniiiiiiiiiiiiii|iunini 

lUllltiiiimiiliiliiiliiimimiiiiiim mil milium. 

iitliiliMiimi imDiilmiiimiimiimmmimm.'ii 

11 I )iiiiiiiiiiliiimmrimitMiii)iiiimii(iiil]lin — 

illiiii iiimmiimiimiiiimiiiiiiimiDJf-'-'-'- 

iiiimmiiimimiimiDiiiDiiiU 

mimmiiiiiiimmiimilliiliin 



iimmmiimimiiiililll 
tiiiliimimmiliiiitlilM 

'Illlll4ll)lll41lljlll)l 
illHIll Ull)lllll44ll 



i!ii(|i)mimii|ii4ii4iiiiiini 



.iim)iiiriiiiiiiiiiiiiii44i4iii44iiiii 
11)1 nil liihiiiiiii 111111)4)114111141111 

I)lllll»rillll4)lll|l 41)14111) IIII4I)|;)4I 

)lillll)ll(4>lll)llli:lll)linii|lll nilll 
...iiii4iiiiiiiiiii4iiimMiii))iiiriiliiii4i 

Jl»4nil)44ll4))(l)4llllll 141111 1 1)11111414411 
)»!)II)|III4I|M4(II4 141114)4 mi II IIIDIIIlll 

.. J4l)n))i))i))l)iiiiiii)mii4mimii))i)ii)i 
)lli)iililli)iliiii>iiii) 1)1111411 iimiiiniiliii 

ill mllll!l)ll)ll)4IMI)l4lllll4MIII|))l|)l<««l| 

'.(■ ■'[■{■■^'■t""<>l*»i»"M<<i>iiii>ii))(in) 

(U|iSllllill|)llinillllll44)44)))lll)lll))4ll(IMn 
illl4l)»)|l)1lll(llllll<lll)>ll>4ljl)l|lllil>) 
.t:4l1)l!lllll))ll)l>))l4)ll4t)ll4llilI4l)>ln)l 
■■<l(HMlljtll(IIIll)llllll|i||ll)lili((Ml 

Iiii)i)))i44i))i4ii)miiimmiii)(ijj<i 
itiiiMiiii))))))))) 1 1111111411 II iiiitmj 
i)i>iiniiiiii4»i)i)iniiiiiiiii)ii)iiiiSi 
iih»)|i))))ii)iii)ii)iiimiiiii4)nti(i 
U)4»))iiinimmiiiiiimiiiiiiiiiiti)i 

,l44llll)l))lllllll 1)41 4111 mil 111)1141111)1 

IDIIIlhllOllDDIIKIIIIIIIIItlimilltllllll)))) 

iiiiiiimiDiiiiiDiiiiiiHiinuimiimiiMiiDi) 

Illlllll(lll>lll4ll)llllllllll|llllllllll)l)l. 

, .iim:iiinii)ii))4)4n)4imiimiiniiii)i 
iiiiiiiimii)ilii)iiim)iiiii)iM)))lii)iiiii 
iimiiiiii))ii)ii)n(444)iiii)ii)ttii)))iii(ij 

l)lll4llimi4<l)l)II)MI)ll)im4<l4lltl)Jll1( 
1)1 11)11)1 Illll)lt<l)1)l)()l))ll)ll>ll)l4)1l4) I 

'ii»ii!i);iii|i)it))ii)»))ii 1(111 iiiDxtDii 
i)i)iirii)iiii>i)))ii)ii)i)iii4mii 1111)1411 
lH)lii(iiiii)iii))iliiriiiiiiiiimimii)ii 
mii))ii)|iiiii<»iiiiiiimii III 1111)11114411 
))iit))iii)ii»(iiiliiiiiiii|iim<ii:iiiiii I' 
)iiit)iiii)iii)iiiii))iiiiiiiimi) 11)11 III ' 

IIIIIIDIIIIIIIIIIItllllDIIDIIIDIIIIlhjl ,.. 

miiiimimifi4iii)i))i)iiiini»tiiiiitiiitir 
iiimiiuii)imi)l)iiminiilii>(iii 

44llllll)<l)lll4lll4nil)(ll)lll)lll))l 



11)11. ., 

mDXHIIIlllllilttJIllll 

,hiimi)ili())i»)Hilf" 
iiijiiiiiiiiiiiiim 

tllllllllllDIDIfll 
ilDMIIIIIDDtni 
.llll)l)tllll())i)iB, 

])miii)iii))i)»<jm 

IfiiiimiiDiiDirtS . .. ,.^, 

liiinmnDiiDiijii'tlTrtirmifffl 
..iiiiiitiiiii)ii)iiiiiiii4iiuiirimiiiirimii)i .. 
[)iriii>niimiiini)i)i)))imiiiiiiiimmil"miii 
!|iimimiiiiimimiiimiiiiiiim)iiiiiili)m>ii 
iiimiiiiniiiimiDiiniimmuimmiiiiimiii 

^ ')!iiinimiiimimnMimitnmiiiiii'miiiiiii.ii 

i)li))i)itiliitmimmiimiiMimmiiniiiiimiiiilnii'ii 
i))»Iilili|Himniim'immiiiniiiimM)i|iiiiiii)Vili.ii 
iiiniiin)iiiiiiiiiiiiili)tii))ii))iiiilii)|iiirii4ijimli'ii) 




Copyright N?. 



COFXRICHT DEPOSrr. 



THE YANKEE MINING 
SQUADRON 



THE YANKEE MINING 
SQUADRON 



OR 



LAYING THE NORTH SEA 
MINE BARRAGE 



CAPTAIN REGINALD R.' BELKNAP, U. S. N. 

r he Squadron Commander 



ANNAPOLIS, MD. 
THE UNITED STATES NAVAL INSTITUTE 

1920 



f 



Copyright, 1919 
Copyright, 1920 

BY 

J. W. CONROV 

Trustee for U. S. Naval Institute 



T.US3FEfi«ED FSii);^: 
COPYRISHT Ofms 

At'Q 2 1920 



JUL 1 9 la<^0 



PREFACE 

In writing- of the " biggest ' mine planting stunt ' in the world's 
history '' — to quote a Christmas greeting- from Rear Admiral 
Clinton-Baker, head of the British minelaying force — I have en- 
deavored to make an account that would be readable enough for 
general interest, largely for the reason that, compared to other 
operations, our undertaking received scant mention at the time. 
Its very nature required preparation in quiet and precluded dis- 
cussion of its progress. Unnecessary technical detail has there- 
fore been suppressed, although much could be written that would 
be welcomed by those versed in it. 

The whole account is based on data obtained at first hand. The 
description of assembling the squadron for a mining excursion 
fits the third excursion rather than the first, but the difiference is 
a minor one, affecting only the numbers present — six ships on the 
first excursion, ten on the third. All the rest is correct, in sub- 
stance and details. 

Besides influencing an early armistice, this great minelaying 
operation marks an epoch in the use of submarine mines in war- 
fare. It was an event in military history, as well as a prominent 
operation, and the credit for it belongs not alone to the officers 
and men who were actually present but also to those of the old 
mine force, to whose services in developing, in our navy, the art 
of handling and laying mines in large numbers, the success of the 
great operation was so largely due. 

Details of the mechanical development of the new mine itself 
have not been gone into, for obvious reasons. Justice to that part 
could be done only by those who were directly concerned in it, 
but I am glad of the opportunity to express appreciation of the 
valuable service which was rendered to our cause in the war by 
Commander S. P. Fullinwider, U. S. N., in seizing upon and 
developing the long-sought means for such an undertaking, and 
by Lieut. Commander T. S. Wilkinson, U. S. N., and the officers 
and designing engineers in the Bureau of Ordnance and at the 
Naval Torpedo Station, Newport, R. I., by their skill and ingenuity 



6 Preface 

in designing mechanical features, when normal experimenting 
was impossible. 

As for the ships — the personal study which Captain J. D. Beuret 
(C. C), U. S. N., made of the mine elevator problem was the 
foundation of its brilliant success, and the fact that, in the whole 
period of service, few alterations or improvements in the mine- 
layers were found desirable, although suggestions were called for, 
is the best tribute to those who planned and carried out their 
conversion. 

Only very inadequate expression can be given here to my appre- 
ciation of the services of my staff, in particular Captain H. V. 
Butler, U. S. N., whose excellent conduct of the flagship, sup- 
ported by the indefatigable care of his navigator, Lieut. Com- 
mander J. C. Cunningham, U. S. N., made it possible to approach 
and navigate close to unmarked minefields in the open sea. And 
I was fortunate to have one so thoroughly loyal and capable as 
Commander B. L. Canaga, without whose unremitting attentive- 
ness, and tactful management of countless details under dififi- 
culties, our performance would have been far less creditable. 

Inseparable from our recollections will always be the excellent 
and friendly official and personal relations with the destroyer 
escort, especially when H. M. S. Vampire led. Captain H. R. 
Godfrey, C. B., D. S. O., writes, " It was the determination of 
every officer and man in the 14th Flotilla, who had the honor of 
being entrusted with the screening of the U. S. Minelaying Force, 
that no preventable attack by enemy submarine or surface vessel 
should inflict damage on any ship of the Force." It is but speak- 
ing for all of us to say, that is what we felt, from the first moment 
of that grey morning's meeting on the day of arrival. 

Newport, 15 June, 1919. 



CHAPTER CONTENTS 

1. The Mine Force Ready ii 

2. The Need and the Means 17 

3. The Bases in Scotland 22 

4. The Supply of Mines 25 

5. General Supplies and Transportation 30 

6. A Sample of Quality 23 

7. Mine Assembling and Embarking 35 

8. The First JNIinelaying Excursion 39 

Squadron Organization and Ships' Data 46 

9. Athletics 49 

10. The Squadron Complete 53 

11. Tactics 57 

12. Some Incidents 61 

13. Signals 67 

14. The Barrier Across 69 

15. Finishing the Barrier 72 

16. The Thirteenth Excursion yy 

17. Results 82 

18. General Living Conditions 86 

19. Farewell to the Highlands 89 

20. Scapa Flow 92 

21. Home 94 

22. The ^line Sweepers 96 

23. The Mine Force, Old and New 98 

24. After the War 108 

Summary of Mines Laid no 



ILLUSTRATIONS p^..^. 

The North Sea Mine Barrage Frontispiece 

Mine Assembly and Storage Sheds 22 

A Mine in Mid-Air, Being Hoisted in 25 

Launching a Mine Through the Stern Port 26 

The Sequence of Operations After a Mine is Launched 27 

A Mine Carrier Steamer 30 

Mines and Mine Anchors Awaiting Assembly 35 

Loading Mines into Lighters 36 

Squadron Flagship Sail Francisco 37 

The Mine Squadron at Sea 40 

Arrangement of Mine Tracks, Elevators, and Turntables, in Roanoke 

Class of Minelayers . 51 

The Squadron in Minelaying Formation 59 

Approaching and Laying the Fourth Mine Field 63 

The Boston-New York Passenger Liner Massachusetts loi 

The 20-Knot Minelayer Shaimntit 102 

Organization of the Mine Force 105 



THE YANKEE MINING SQUADRON 

CHAPTER ONE 

The Mine Force Ready 

The national anthem at morning colors woke me, and I arose 
and looked out. What a glorious sight! Green slopes in all 
freshness, radiant with broom and yellow gorse, the rocky shore 
mirrored in the Firth, which stretched, smooth and cool, wide 
away to the east and south, and in the distance snow-capped Ben 
Wyvis. Lying off the entrance to Alunlochy Bay, we had a view 
along its sloping shores into the interior of Black Isle, of noted 
fertility. Farther out were Avoch, a whitewashed fishing village, 
and the ancient town of Fortrose, with its ruined 12th century 
cathedral. Across the Firth lay Culloden House, where Bonnie 
Prince Charlie slept before the battle. Substantial, but softened 
in outline by the morning haze, the Royal Burgh of Inverness 
covered the banks and heights along the Ness River, gleaming in 
the bright sunshine. And how peaceful everywhere ! Canandaigua 
and Soiwiiia lay near by, the Canonicns farther out — but no 
movement, no signal, no beat of the engines, no throbbing pumps. 
All seemed resting from those last four days of our passage over- 
seas, which had all but done away with sleep. My responsibility 
for the safe conduct of the squadron had ended at i a. m., when 
it dispersed at the buoy, whence the routes to our bases at Inver- 
ness and Invergordon diverged. The captains taking the ships 
to their berths singly. Captain Butler was up until 5 o'clock, need- 
ing daylight to take the San Francisco all the way in. Turned in 
at last, his servant and orderly at 8 o'clock were 45 minutes 
waking him. 

The Senior British Naval officer. Captain H. F. J. Rowley, 
R. N., came on board early, to give us welcome, and then we went 
to our own chief. Rear Admiral Joseph Strauss. U. S. N., com- 
mander of the Mine Force, whose headquarters were here at 
Inverness, U. S. Naval Base 18. After taking a look over the 
base itself, Captain Murfin's work and province, we stayed to 
lunch at Kingsmills, a handsome place amid beautiful surround- 



12 The Yankee Mining Squadron 

ings, bordering" on the golf links, with gardens, tennis court, cro- 
quet lawn, and fishing brook, which Admiral Strauss, Captain 
Murfin, and some of the headquarters staff had rented. It was 
a satisfaction to everyone to see our chief so befittingly established, 
and this came out very effectively later, at a picturesque and enjoy- 
able garden party given there on the 4th of July, an occasion 
which was being celebrated locally with unaffected cordiality. 
Altogether, we could feel ourselves fortunate in the beauty and 
attractiveness of our surroundings and also, as we soon found, 
in the hospitality and kindliness of the people. 

The American Mine Force had come to Scotland, arriving May 
26, 1918, to cooperate with the British in laying a great barrier of 
mines, from the Orkney Islands across the North Sea to Norway. 
To provide for doing our share, the small minelaying force which 
our navy possessed on entering the war, consisting principally of 
the old cruisers San Francisco and Baltimore, had been augmented 
by eight converted merchantmen. Only six weeks before, five of 
them had joined the San Francisco, the squadron flagship, at 
Hampton Roads, Virginia, fresh from the shipyards. 

The program for the newly organized squadron contemplated 
the ships being in Scotland, ready for a minelaying operation, in 
45 days from the time they left the shipyards. The work of 
conversion having been extensive and hardly finished, the new 
ships were very raw, having had but a few days to shake down. 
Troubles with engines and steering gear, lost anchors, fogs, and 
missing stores repeatedly interfered with training. Up to May 5, 
1918, not a day had passed without a mishap or some forced altera- 
tion of plan. Instead of progressing to the rehearsal of a mine- 
laying operation by the squadron, we had been unable even to keep 
all together for a single whole day. Yet we were preparing for 
an operation in which, with the ships steaming close together, all 
must go like clock-work, for hours without interruption. 

Another week of training before going across would, therefore, 
have been amply justified, but the sense of urgency was too strong. 
Besides, our mine bases in Scotland needed the 500 men we were 
to bring them. So, after four hustling days and nights of final 
preparation, we had stolen away from Newport, Rhode Island, 
just after midnight of Saturday, May 11, 1918. 

Started at last ! And, thanks to cooperation far and near, better 
prepared than expected. There were a few quiet hours that 



The Yankee Mining Squadron 13 

Sunday morning — then fog shut in thick until next day. This 
was trying, so early on the voyage, but as we kept together all 
through it, the experience only gave more confidence. Next, one 
ship's steering gear broke down, and she just escaped a fatal 
collision. The third morning, the same vessel broke down alto- 
gether. Through lucky foresight, a powerful tug, Sonoma, was 
with us, which towed the disabled ship 150 miles until next morn- 
ing, when the break was repaired. 

The submarines that soon afterwards appeared on our coast 
were known to be crossing the Atlantic now, so we had target 
practice next afternoon, to be ready for them. Then I felt we 
could give a good account of any surface attack. Torpedoes, fire, 
and collision were what we had to fear. All the ships had mines 
on board and, since we steamed only 500 yards apart, an explosion 
in one ship would have involved the others. 

Crossing in our company was the big collier Jason, loaded with 
an aviation station outfit for Killingholme, England, which after- 
wards did good work. On the tenth day, heavy weather came 
on, and Jason disappeared in a black squall, rolling heavily and 
steering far ofif the course. She being a sister of the ill-fated 
Cyclops, and no trace of her showing in four days, added con- 
siderably to the anxiety felt as we entered the active submarine 
zone. Radio calls brought no response. We had all but given her 
up, when, at early daylight, just before the appointed rendezvous 
with the destroyers, she came lumbering up astern. And so, not- 
withstanding the many vicissitudes in 3000 miles steaming, we met 
the escort with our number complete and right on the dot, in time 
and place. 

Our arrival ofif Inverness the following midnight, May 25-26, 
1918, made the Mine Force complete as to constituent parts neces- 
sary for the operation in hand. The Baltimore and Roanoke had 
preceded the others, making us seven. Three more were still in 
shipyard hands, but there was no need to wait for them before 
beginning the minelaying. 

Between operations the squadron was divided for loading, half 
at Inverness (Base 18), and half at Invergordon (Base 17), 30 
miles away. Being intended for the storage and assembly of 
mines — all that we used came from America — these bases had 
scant means at first for assisting the ships. Their needs could be 



14 The Yankee Mining Squadron 

supplied from the Royal Naval Dockyard and two depots, under 
Rear Admiral E. R. Pears, R. N., and Captain Tancred at Inver- 
gorden, and Captain Rowley at Inverness, who were always 
cordially responsive to our requests. 

The motto for all American naval forces abroad, however, was 
to be self-supporting-, and thanks to our provident first supply and 
to regular replenishment by the mine carriers, we had to draw on 
the British stocks for very little. After a month, the repair ship 
Black Hawk arrived. She took no part in minelaying, being 
always moored ofif Inverness, separate from the Mine Squadron 
and flying Rear Admiral Strauss' flag, but her equipment of 
machine tools and repair material made the Mine Force normally 
independent in regard to upkeep. Except for docking, we asked 
very little of the British in the way of repairs. 

Upon one occasion, the soluble salt washers for the principal 
safety device of the mines nearly ran out, the local atmospheric 
conditions having caused many more to be used than estimated. 
No washers of the right size and kind were obtainable anywhere 
inside three weeks, and thus a shortage of these atoms — the size of 
a peppermint " Life Saver " — threatened to hold up the laying of 
5000 mines. The Black Haivk had a steam press, however, and 
could make a die — and by the time they were needed, washers 
in plenty were ready — incidentally of better quality than before. 

While the ships were unloading the mines they had brought, 
for overhaul on shore, and were coaling and otherwise preparing 
for minelaying, the larger preliminaries were taken up at a con- 
ference of Rear Admiral Strauss and myself with Admiral Sir 
David Beatty, Commander-in-Chief of H. B. M. Grand Fleet. 
Vice Admiral Brock, his Chief of Stafif, Rear Admiral Clinton- 
Baker, the British Rear Admiral of Mines, Captain Lockhart- 
Leith, the head of his Stafif, and Captain R. A. Pound, of the 
Admiralty, attended this conference, which was held on board the 
flagship Queen Elisabeth, at Rosyth, Thursday, 30 May, 1918. 

First came the subject of tactics, and I explained my plan, to lay 
the mines with the squadron steaming in line abreast, ships 500 
yards apart, making a trace on the chart like a music score. Three 
vessels (later five) would be laying mines simultaneously. When 
a ship had emptied herself of mines, her neighbor, ready and 
waiting while steaming alongside, would begin. At the end of the 



The Yankee Mining Squadron 15 

minefield, some temporary small buoys would be planted, by which 
to pick the field up later, to continue it. This plan was accepted 
without comment. 

The area to be mined having been publicly notified two months 
before, the enemy might have placed some mines there, on the 
random chance of damaging our force. The only arrangement 
practicable to meet such a contingency was for some of the de- 
stroyer escort to explore for mines ahead of the minelaying forma- 
tion as it proceeded. Only those ships would be fully protected 
that might be following directly in the wake of the searching de- 
stroyers, the main purpose being to discover the existence of an 
enemy minefield in time for the squadron to maneuver aside. 

A clear understanding was reached at the conference of the 
relation of the mine squadron and its escort to the supporting 
force. The mine squadron being lightly armed and of moderate 
speed, it would have been at great disadvantage against even a 
numerically weaker force of light cruisers, with their superior 
batteries and speed. Hence the need of the support, which would 
consist of a battleship or battle cruiser squadron, or both, and of 
light cruisers, according to the estimated risk of attack at the 
time. If attack threatened, the mine squadron and its destroyer 
escort would seek safety in the direction ordered by the Support 
Commander ; otherwise they would proceed on their mission and 
return to base afterwards, according to the program for that 
occasion. The destroyer escort would be of strength sufficient to 
ward ofif any probable attack by submarines or by surface vessels 
that might elude the supporting force and the regular patrols. 

The location of the first minefield was decided upon; then 
further details were settled with Vice Admiral Brock and Rear 
Admiral Clinton-Baker, for the first mining excursion, which 
was to be done by the American and British squadrons at the same 
time. Preparatory notice was to be given by the Commander Mine 
Force to the Admiral of the Grand Fleet at least four days before 
the time the mine squadron was expected to be loaded and ready 
for an excursion. Upon a second, definite notice, not less than 48 
hours in advance, when it was certain that the squadron would be 
ready, a combined operation order would be issued by the Admiral, 
naming all the forces concerned and containing the instructions 
and intelligence necessary for all. 



i6 The Yankee Mining Squadron 

After lunching on board with Admiral Beatty, Rear Admiral 
Strauss and I took our leave. We had a look at Holyrood Palace 
and a walk through Canongate Street that afternoon, returning to 
Inverness next day. Not enough material had yet been accumu- 
lated to assemble mines to fill all seven minelayers present, but 
3400 would be ready in a few days, sufficient to lay a field 47 miles 
long, consisting of one row of mines at each of the three levels 
prescribed. A mine embarking schedule was made out accord- 
ingly, to include San Francisco, Baltimore, Roanoke, Canandaigua, 
Canonicus, and Housatonic, for a start on June 7. 



The Yankee Mining Squadron 



CHAPTER TWO 
The Need and the Means 

A barrier of high explosive across the North Sea — 10,000 tons 
of TNT, 150 shiploads of it, spread over an area 230 miles 
long by 25 miles wide and reaching from near the surface to 
240 feet below — 70,000 anchored mines each containing 300 
pounds of explosive, sensitive to a touch, barring the passage of 
German submarines between the Orkneys and Norway — this was 
the final five months' contribution of the American and British 
mining forces towards bringing the war to a close. 

To stop the enemy submarines near their bases, before they 
could scatter on the trade routes, would obviously defeat their 
campaign more surely than merely hunting them at large. That 
was the purpose of the Northern Mine Barrage, which, with the 
barrage at Dover, made it not impossible but extremely hazardous 
to enter or leave the North Sea. That many a submarine came to 
grief in attempting these barriers is now a certainty, and the 
establishment of the Northern Barrage, which many had thought 
impossible, insured the early finish of the submarine campaign. 

The resumption of ruthless submarine warfare became a serious 
threat to the cause of the Allies, and at the time of our entry 
into the war their situation was critical — how much more critical 
than the world was allowed to know at the time. Admiral Sims 
has disclosed in his " The Victory at Sea." The relief brought 
about through the convoy system, in which our destroyers, the 
navy's first participants, had a large share, was immediate and 
important. But the submarine menace was far from ended and — 
according to the best information — would soon be greatly aug- 
mented, while the increasing number of transports would offer the 
enemy more opportunities, with the added horror of troopship 
sinkings in prospect. 

Of further measures, the most effective would be such a block- 
ade as would keep the submarines in or from their bases. The 
British had already mined a large area north and west from 
Heligoland, but this obstruction was not insurmountable, for the 



i8 The Yankee Mining Squadron 

Germans from nearby could always clear a passage through when 
wanted. In any case, until the Skagerrack passage were closed, 
the submarines might use that route without hindrance. Two 
weighty reasons kept the Skagerrack open — unwillingness to vio- 
late neutral waters, and the ease with which German forces could 
raid any barrier near their bases. It may be recalled with what 
sudden damage a small German cruiser detachment raided a 
convoy just outside the Skagerrack, in October, 1917. 

To be effective, therefore, any barrier must be beyond easy 
reach of a raiding force and cover the Skagerrack, and must also 
be far enough to the northward of the British bases not to hamper 
the battle fleet's engaging with the enemy. Hence, the anti- 
submarine barriers should be, one near Dover Strait, the other 
across the North Sea, from Scotland to Norway. 

The closing of Dover Strait, undertaken by the British Navy 
alone, needs no further mention here. Although the strong tidal 
currents there, frequent rough seas, and hard, smooth bottom 
were unfavorable for minefields, other means — such as a line of 
guard vessels moored not far apart and equipped with powerful 
searchlights, together with numerous active patrollers — were em- 
ployed with a considerable degree of success. 

The Northern Barrage v/ould be too long a front, and much 
of it too far from base, for effective patrol without a great number 
of vessels. A wide, thickly sown minefield, however, would watch 
night and day in all weathers without relief, and would be even 
more effective against passage submerged than against passage on 
the surface, because of the less wear and disturbance of the mines 
by wave action, deep down under water. 

Currents were not strong in the northern location, but the 
bottom lay as deep as 900 feet, whereas 300 feet had heretofore 
been the deepest water ever mined. Merely to provide the mines 
meant a large undertaking, besides involving an enormous 
quantity of the same high explosive which was likewise in heavy 
demand for shells and bombs. Supposing the mines ready, the 
planting of so many would be a long and dangerous operation, 
employing all the Allies' existing minelayers indefinitely. And 
neither the British nor ourselves yet had a mine that was quite 
satisfactory for the prospective requirements. 



The Yankee Mining Squadron 19 

Our Naval Bureau of Ordnance, however, was intent on finding 
the means for such a barrier, so that when, in May, 19 17, among 
the many contrivances ofifered for winning the war, Mr. Ralph E. 
Browne, an electrical engineer of Salem, Massachusetts, presented 
his submarine gun for consideration. Commander S. P. Fullin- 
wider, U. S. N., in charge of the Bureau's mining affairs, saw 
that, although the invention was not suitable for naval purposes 
in the form offered, a new electrical device which it contained, if 
applied to the firing mechanism of a submarine mine, would result 
in just what we were looking for — a mine at once sensitive and 
far reaching. Mr. Browne collaborated with the Bureau of Ord- 
nance in developing the new mine-firing device. By July, 19 17, 
all doubt as to its practicability had been dispelled and the Bureau 
of Ordnance was able to give assurance that, in urging the closing 
of the German bases, our navy might offer the means. 

Extravagant claims were common in the field of mining inven- 
tions, and three years of war lessons in the perversity of mines 
made the British naturally skeptical of this American find. An 
experienced officer in mining was sent over to see. Lieutenant 
R. H. DeSalis, R. N., who had received the D. S. O. for some 
minelaying on the Belgian coast. As the new device was put 
through its paces before him, the chill thawed out and in two 
hours he had become almost an enthusiast. Upon his report the 
British Admiralty took up the plan with active interest. 

Upon returning from London in mid-October, 191 7, Admiral 
Mayo, of our Atlantic Fleet, brought back the outline of a pro- 
posed minelaying operation. The paper was quite informal — un- 
signed, undated, bearing in pencil across the top, " Admiralty 
would be glad to learn whether Navy Department concur in the 
plans as shewn." 

The field was to be 230 miles long — the distance from Wash- 
ington to New York — divided into three parts, the middle section, 
of 135 miles, called Area A, allotted to us, because the reach of 
the new American mines was greater than ordinary — three of 
them covering the same extent as eight mines of other types. 
Thus numbers and effort were saved. 

There would be three " systems," each consisting of one or 
more rows of mines just below the surface, dangerous to any craft, 
and other rows at intermediate and extreme depths, so that, 



20 The Yankee Mining Squadron 

whether running on the surface or at ordinary submergence or as 
deep as 240 feet, a submarine had the odds against her. In the 
absence of patrol vessels to drive them down, submarines would 
naturally run on the surface, and so the rows of upper level mines 
were made more numerous than those at deeper levels. The 
stroke of a mine is sudden and powerful, and while a vessel on 
the surface may survive it, to a submerged submarine it is usually 
fatal. All classes of vessels shy at a minefield, and that the Ger- 
mans shared this aversion was shown by captured papers, which 
made it clear that the submarines dreaded nothing so much as 
mines. 

The scheme was unprecedented, and that its great magnitude 
would involve a mass of detail requiring very careful adjustment 
was evident on the most cursory examination. Some who heard 
of it regarded it as impossible, and foolish to attempt. As to the 
new mines, the very basis of the whole project — since a complete 
unit would not exist for several months, the statement of Rear 
Admiral Ralph Earle, Chief of the Naval Bureau of Ordnance, 
that the mines would be forthcoming in season, had to be based 
upon tests of the mine only by parts, with the assumption that all 
would function properly when assembled. Action upon that assur- 
ance would at once involve upward of forty million dollars, which 
made his stand a bold one, inviting unmeasured odium, should the 
mine after all fail. To await the mine's final proving, however, 
would have been fatal to any possibility of beginning the bar- 
rage before 1919. 

The task of laying the barrier would be hazardous in itself, with 
constant danger of interruption by the enemy. A single minefield 
in the open sea, or widely separated ones, presented no extreme 
difficulties, but to lay a series of them so close together as to leave 
no considerable gaps between, made a problem for which no really 
practical solution was yet visible. 

For four days the project was under consideration by the Naval 
General Board at Washington. Time pressed, the need was great, 
the qew mine very promising. The attitude of our officers was 
favorable. My own expressed view, based on three years' exper- 
ience in mining, was that, though much greater difficulties and 
magnitude would develop even than yet foreseen, the scheme was 
nevertheless feasible, was within our minelaying experience in 
principle, and, though it could hardly be more than half or a 



The Yankee AIining Squadron 21 

quarter effective, it was well worth doing. The British Admiralty's 
approval and belief in the practicability of the scheme was implied 
in the original paper, but an explicit confirmation was asked and 
obtained by cable, on the basis of their three years' war experience 
and knowledge of North Sea conditions. And so the plan went 
to the Secretary of the Navy bearing the General Board's ap- 
proval, as promising a sufficient degree of success to warrant 
undertakins: it. 



22 



The Yankee Mining Squadron 



CHAPTER THREE 

The Bases in Scotland 

The British Minelaying- Squadron was to operate from Grange- 
mouth, near Rosyth, on the Firth of Forth. As a mine assembHng 
and operating base for the American Squadron, the British naval 
authorities decided on Inverness and Invergordon, in the Scottish 
Highlands, situated on Inverness Firth and Cromarty Firth, re- 



1^ <*•»», 




AIiXK Assi-:.\ij;lv and Sidkai.e Siii-.n^. 
U. S. Naval Base i8, Inverness. 

spectively, which empty into Moray Firth about eight miles apart. 
One base would have been enough and in some respects more 
convenient, but the limited transportation means across Scotland 
necessitated two. To require the slow mine carriers to navigate 
the difficult passages around the north of Scotland would prolong 
their exposure to submarines and cause more escort duty for de- 
stroyers, so it was decided to discharge their cargoes on the west 
side, at points which gave a short haul across Scotland — Fort 
William, at the western terminus of the Caledonian Canal, and 
Kyle of Loch Alsh, where one crosses to the Isle of Skye. The 
cargoes were transported by canal motor-barge and by the High- 
land Railway. 



The Yankee Mining Squadron 23 

In order to issue mines to the ships ready in all respects for 
planting, the bases needed a large number of men for shop work, 
besides others for transportation, police, clerical work, messmen, 
and sanitation. The entire establishment on shore was under 
Captain O. G. Alurfin, U. S. N., who had 20 American naval 
officers and 1000 enlisted men at each base, 3 officers and 60 men 
at each of the unloading points. Fort William (actually at Corpach 
village) and Kyle. Headquarters was at Inverness, because of 
its superior communications and more central location. Captain 
Murfin had sailed November 13, for England, to supervise the 
preparation of the bases. With him had gone Commander T. L. 
Johnson, then commanding the small minelayer Dubuque, who 
was to inform himself fully on the situation and return to Wash- 
ington as soon as practicable with answers to a long list of ques- 
tions — everything we could then think of as useful to know for 
intelligent cooperation in the preparations. 

The large, substantial, stone buildings of two idle distilleries, 
Dalmore, three miles out from Invergordon, and Glen Albyn, at 
Muirtown, where the Caledonian Canal locks out to Inverness 
Firth — clean, dry, and well ventilated — gave excellent living ac- 
commodations for the men. The smaller buildings made suitable 
offices, but considerable additions were made for messing, cooking, 
and washing arrangements. A Y. M. C. A. hut was established in 
each base, and at Inverness the little Muirtown Hotel was trans- 
formed into a small hospital. This, and similar provision at 
Dalmore, all under Captain E. J. Grow (M. C), were for mild 
or emergency cases. The main dependence for hospital care was 
Strathpeffer — a " hydro " cure in peace time — 20 miles from either 
base. There a U. S. Naval Base Hospital of 1000 beds had been 
established, under Captain E. S. Bogert, Medical Corps, with the 
Leland Stanford unit. 

The buildings for mine assembly and storage were erected on 
adjacent vacant land, spur tracks being brought in from the main 
railway line, thus making good communication between the two 
bases, as well as with their receiving sources and shipping out 
points. Most of the machine tools and other shop and office equip- 
ment, as well as furnishings for the men's use, came from the 
United States. 

Some dredging was done in Inverness Firth to admit our mine- 
layers into Beauly Basin, near the canal entrance. The navigation 



24 The Yankee Mining Squadron 

marks for entering the Firth were improved, because ordinarily 
vessels of our size seldom came in there, and then only by day. In 
addition, the whole length of the Caledonian Canal was lighted, 
for night navigation by the mine carrying lighters. 

Labor was scarce in the Highlands and the weather that winter 
was severe. The work went slowly, delayed considerably beyond 
expectation. Captain Murfin had many discouragements, and dis- 
appointments in deliveries from the United States. In spite of the 
kindness of all about him, he must often have felt very far away 
from home ; but afterwards, the frank admiration repeatedly ex- 
pressed by all visitors to the bases must have repaid his six long 
months of effort. In the end, the bases were ready in time, and 
their capacity, and the rate of transportation as well, were twice 
the original estimate, the two bases together being capable of 
assembling looo mines a day ready for planting. 

Sending over the base personnel began with small drafts in 
December, but as accommodations for the full number were not 
ready soon enough, and the demand to use all transportation 
for troops became pressing during the Germans' great drive in 
March, 191 8, the base complements were not more than about 
two-thirds full when the mine squadron sailed from the United 
States coast in May. The greater part, 750, of the number then 
lacking had therefore to be brought over by the squadron. Though 
this retarded the proper organizing of the base personnel, it did 
not delay the minelaying. 



The Yankee Mining Squadron 



25 



CHAPTER FOUR 

The Supply of Mines 

In the same past six months other preparations, too, had been 
pushing ahead, both at home and abroad. Providing the mines — 




A Mine in Mid-Air, Being Hoisted in. 
The Plummet is at the Lower Left Corner. 

the task of our Naval Bureau of Ordnance — would alone make a 
story of .great interest. Considering how long it had taken to 
develop previous types of mines, to have made a success of an 
invention that was new since our entering the war was indeed 



26 



The Yankee Mining Squadron 



remarkable, the more so from inability to test a single mine com- 
plete before ordering 100,000. 

Mines for the open sea in great numbers, moored " flying " — 
that is, by ships steaming at considerable speed — need anchors 
with automatic depth regulation. Such mechanism had undergone 
important changes during the war, and the new American mines 




Launching a Mine Through the Stern Port. 
There is a Nine-Foot Drop, from Rails to Water. 

needed all the improvements, to make them sure to plant at the 
intended level. They were to be much deeper than ever attempted 
before, and also in deeper water. 

Three British officers of considerable mine experience assisted 
here, Lieut. Commander H. O. Mock, R. N. R., Lieutenant R. H. 
DeSalis, R. N., and Lieut. Commander Harold Isherwood, R. N. 
V. R. The last was an expert designer, and had an important part 



The Yankee Mining Squadron 



27 



in planning" our new mine anchor, which was similar to a late 
model British mine anchor. 

A submarine mine of to-day consists of a mine case, shaped like 
a ball or egg, about one yard in diameter, mounted on an anchor 
in the form of an iron box about 30 inches square, connected by 
a wire rope mooring cable, about f inch in diameter. The 
mine case contains the charge of high explosive — 300 pounds of 
TNT in our mines — and the firing mechanism. The combina- 
tion stands about 5 feet high and weighs 1400 pounds. Four 





The Sequence of Operations After a Mine is Launched. 

small car wheels on the anchor run on steel tracks, allowing the 
mines to be easily moved along the decks to the launching point. 
When the mine dives overboard, the mine and anchor come to 
the surface and float for a time, still held together, part of the 
mine case above water. Outside the anchor is a 90-pound plummet, 
containing a reel of |-inch diameter steel wire " plummet cord," 
made the same length that the mine is to be below the surface. 
Thus, if the mine is to be 160 feet beneath the surface, the cord 
is made 160 feet long. The plummet drops ofif when the mine 
goes overboard, unreels its cord, coming to the end with a jerk 



28 The Yankee Mining Squadron 

that trips the sHp hook which holds the mine and anchor together. 
The pull on the cord also lifts the latch on the reel inside the 
anchor, allowing the mooring wire to unwind. The nearly solid 
plummet tends to sink faster than the more bulky anchor, thus 
keeping the cord taut until the plummet strikes bottom. The 
cord then at once slackens, releasing the latch, locking the reel, 
and preventing any more mooring wire unwinding. The anchor, 
continuing to sink, pulls the mine under until the anchor strikes 
bottom. The mine is thus finally moored always at the desired 
depth beneath the surface, no matter how irregular the ocean 
bed may be. The mine cases are buoyant enough to pull straight 
up from their anchors ordinarily, but in a current they are swayed 
away from the vertical, which dips them down somewhat deeper 
than intended. For this reason, any locality where the currents 
are strong is unfavorable for a minefield — one of the difficulties 
the British Navy had to contend with in closing the Dover Strait. 

The new mine having, by October, been carried past the experi- 
mental stage as to its principal features, by the Naval Torpedo 
Station at Newport, R. I., some important mechanical details of 
the mine yet remaining were now worked out by the Baltimore, 
Captain A. W, Marshall, working directly under the Bureau of 
Ordnance. By the time complete units were ready, the Baltimore 
had been sent abroad, so the proof testing devolved upon the 
San Francisco, Captain H. V. Butler. This came in March and 
April. 

No throw of the dice was ever watched more intently than those 
first proof tests. Upwards of forty million dollars had been staked 
on them and were already half spent. Results on the first day 
made us feel easy, but it was two days more — from various de- 
lays — before we succeeded in exploding a full loaded mine. This 
had been planted in Chesapeake Bay, well marked and guarded, 
in the very same deep hole where a whirlpool efifect troubled the 
German submarine Deutschland on her first return trip. It was 
not possible to place the mine far from the fairway, however, 
since the water elsewhere was not deep enough for our purpose. 
Early the second morning, the battleship Arizona came along, 
heading too near it. The signal " You are standing into a mine- 
field ! " sent her rudder hard over and engines full speed astern. 
We could see the mud stirred up, from two miles away. Since 
we could not get the mine up, what a relief it was when it was 
set ofif at last by sweeping! 



The Yankee Mining Squadron 29 

The final proving of the mine as a whole, which was completed 
in April, off Cape Ann, did not take place until after several 
cargoes of mine parts had been shipped abroad, but the mine's 
success, from its first trials, showed how careful and observant 
had been all those who were concerned in its designing and 
testing. 

The prospect in October was that the shipment of mines would 
begin in January, but through delay in completing the detailed 
plans and from the abnormal industrial conditions prevailing, 
these shipments did not attain a regular flow until May, so that the 
ships and the mines were ready together. 

Secrecy, as well as timely delivery, caused the manufacturing to 
be partitioned among 500 contractors and sub-contractors, some 
of them as far west as the Mississippi. Certain mine parts from 
different makers were put together by still others, and all parts 
flowed toward Norfolk, Virginia, the trans-Atlantic shipping 
point. Planning this dividing up, placing the contracts, and 
arranging for the inspection of all — taking into account the trans- 
portation involved and the many different kinds of firms — wire 
rope makers, automobile concerns, foundries, machine shops, elec- 
tricians, die-presses, and even candymakers — it was indeed a com- 
plex web. What tireless industry and what endless patience 
under pressure went into this work, only Commander FuUinwider 
and his assistants can fully appreciate. 

A large plant to charge the mines with explosive was built 
alongside the Naval Magazine at St. Julien's Creek, near the Nor- 
folk Navy Yard. This plant was of capacity larger than any other 
of the kind, ample for handling 1000 mines a day. The high 
explosive was melted in steam kettles to about the consistency 
of hasty pudding, and drawn off, 300 pounds of TNT at a time, 
into the mine spheres. An automatic device shut the flow off at 
the right weight, and a mechanical conveyer carried the mines 
along slowly, to the pier end, by which time they would be cool 
enough to load into the waiting ship. Hot work around those 
steam kettles through the long summer! A quiet but important 
corner, handling 25,000,000 pounds of TNT, with constant 
risk from fire. Several of the sailors were overcome by the 
kettles' poisonous fumes, and one died. The duty was monotonous 
and inconspicuous but was done with praiseworthy faithfulness. 



30 



The Yankee Minixg Squadron 



CHAPTER FIVE 

General Supplies and Transportation 

Under the extraordinary demand prevailing- abroad for food 
and all kinds of military material, it was only fitting that ordinary 
supplies for our part of the Northern Barrage operation should 
come from America, British sources to be used only for fuel 
and fresh provisions. Details are needless here, except to men- 
tion their completeness — largely due to the efiforts of Captain G. C. 




A Mine Carrier Steamer. 

Twenty-Four of These were Constantly Employed to Transport the Mine 
Parts Over to Scotland for Assembly and Laying. 

Schafer of the Pay Corps. After starting things fair at home, 
he sailed about mid-December for England, where the needs of 
the bases could be best determined. With him went Assistant 
Paymaster R. N. Smither, U. S. N. R. F., who later became his 
successor, and Lieutenant Thomas Newhall, U. S. N. R. F., who 
had been enrolled for duty principally in connection with trans- 
porting the mine carriers' cargoes across Scotland. His experi- 
ence in railroading and his tactful energy made a valuable asset. 
After their departure, purchases and deliveries were followed up 
indefatigably by Assistant Paymaster A. B. Peacock, U. S. N. 
R. F., who was quite successful in bringing pressure to bear effec- 
tively. One morning, after a certain freight car had been missing 
for two weeks, he reported that eight railroad presidents were 



The Yankee Mining Squadron 31 

now interested personally in the search — and the car was then 
found. 

For transportation beyond the seaboard, cargoes of mines must 
go in special ships, which could carry also the general supplies 
for the operation. The mine carriers should be small rather than 
large, to minimize the effect on the progress of the operation in 
the event of losing one. About 60,000 tons in constant employ- 
ment being needed, 24 of the so-called " Lake " steamers were 
selected, built on the Great Lakes for coastwise service, of 2500 
tons average capacity. They were armed against submarines, 
manned by naval crews, and would sail in convoy, two or three 
every eight days, beginning in February. Their fitting out and 
management came under the Naval Overseas Transport Service, 
which furnished them according to schedule. Slow speed, due to 
their small size and cheap build, made them good prey for sub- 
marines, which sank one of these carriers in April, the Lake Moor, 
with 41 of her crew — almost our only loss of life in the whole 
operation. This was another part of the whole operation that 'was 
obscure, though all-important, which would yet have been very 
conspicuous had it not been so well done. 

The great amount and the dangerous nature of these cargoes 
needed special arrangements for embarking them, for which 
Southern Railway Pier No. 4, at Pinner's Point, opposite Norfolk, 
Virginia, was taken exclusively. This pier being large enough 
to assemble several cargoes at once, the entire cargoes could be 
loaded there, and that was the plan, until the great disaster at 
Halifax aroused strong local opposition concerning the place of 
loading the mines on board. It was too late then to relocate 
the plant for charging the mines with TNT, and as the ground 
of local opposition was undeniably well taken, a real problem was 
presented. To take the loaded mines in lighters from the maga- 
zine 17 miles to the Explosives Anchorage, as first proposed, 
would have been very slow — almost impossible in bad weather — 
even had ample towage, lighterage, and labor been available, 
besides involving an extra handling for every mine, with attendant 
damage and risk. Thanks to the timely exertions of Captain W. J. 
Maxwell, U. S. N., who was in general charge of the loading and 
despatch of mines, a channel was dredged up to the magazine pier, 
where the steamers could embark the mines directly, after loading 



32 The Yankee Mining Squadron 

the unobjectionable part of their cargoes at Pier 4. Thus local 
interests were quieted with the greatest measure of safety. 

Several ingenious arrangements were devised for handling the 
mine material quickly. Two mine anchors fastened together, 
1600 pounds, could be trundled about by one man, making a con- 
siderable labor saving on loading 2000 in one cargo. The pier 
became also the sub-assembly point for some mine parts, requiring 
a shop, as well as shipping organization. All was done by naval 
enlisted men, under the supervision of Lieutenant A. J. Love and 
Lieut. Commander R. E. Corcoran (P. C). It was not long 
before these steamers began to take supplies also for our Battle 
Squadron with the Grand Fleet, 500 tons at a time. 



The Yankee Mining Squadron 33 



CHAPTER SIX 
A Sample of Quality 

While details were shaping for proving" the mine early in March, 
an urgent request came from the British Admiralty for one or 
more minelayers to help lay a field in the North Irish Channel. 
This passage was used by slow convoys to the west coast, making 
port first at Lamlash in the island of Arran, and submarine activity 
here needed to be checked. The sinking of the Tuscania had 
taken place in this vicinity. 

At that time, only the San Francisco and Baltimore could be 
considered for this duty, and as the former was flagship, the 
Baltimore was sent. To " How soon can you go ? " over long dis- 
tance wire. Captain Marshall answered " Right away," guessing at 
the destination, and on March 4 he sailed from New York to join 
H. M. S. Leviathan as escort for a fast convoy out of Halifax. 

By popular standards, the Baltimore was a musty back num- 
ber — years older than many of her officers and crew — but she had 
been at Manila Bay with Dewey and had otherwise distinguished 
herself in a long and varied career. Though classed as a poor 
steamer, the ease with which, time after time, she produced extra 
speed at a pinch was a standing joke. Thanks to a good overhaul 
early in the war and to the ability and contagious enthusiasm 
of her engineer. Lieutenant R. P. Molten, U. S. N., she now 
topped a 9-day transatlantic run at 13 knots, for the most part 
in rough weather, with a three-hour spurt at 18.6 knots — 2 knots 
faster than was supposed to be safe for her engines — just to keep 
pace with the Leviathan. 

She arrived at Greenock, Scotland, March 17, ready for work, 
but was so much earlier than expected that her first mines were 
not delivered until April 13. Without any preparatory trials, 
though the mines were British, of a type new to the Baltimore, 
she went out at once, beginning the deep minefield between the 
island of Islay and the Irish coast, which was to prevent sub- 
merged but not surface passage. 

More mines in excess of her reported capacity having been sent 
to her, 10 had to be carried on the upper deck, and the last one 
of these mines, in going down the elevator, was jambed, due to 



34 The Yankee Mining Squadron 

the roll of the ship, and held suspended in the elevator shaft. 
William J. Powers, gunner's mate, ist class, promptly of his own 
initiative, at imminent risk of the 1800-pound weight falling or 
one of the mine's firing horns breaking, removed the detonator 
and with it the great menace to the ship. Before the Baltimore's 
next trip, her own mechanics extended the launching deck tracks, 
to accommodate 180 instead of 170 mines, since the British naval 
authorities wished her to plant the larger number each time. Four 
times more she planted 180 mines, April 18, 21, 28 and May 2, 
planting always at night, in an area infested with submarines. 

Extra careful navigation was required, both to lay the mines 
just where intended, as their anchor cables had been cut to 
fit (anchors not automatic), and to approach close to the mine- 
fields previously laid, yet avoid them. In one such operation, the 
gyro-compass went wrong at a critical moment. The navigator, 
Lieut. Commander George W. Hewlett, U. S. N., kept his head 
and held his peace, applying the corrections to the magnetic com- 
pass with coolness and accuracy, as if maneuvering to avoid a 
sand bank, instead of to clear a minefield by only 500 yards. 

The Baltimore laid this whole minefield unassisted, 899 mines 
in all. She worked directly under Rear Admiral Clinton-Baker, 
R. N., who wired his congratulations upon the successful comple- 
tion of the first three operations, and when, at the end of May, 
she was recalled to our squadron, he wrote to Captain Marshall : 

Once more I wish to thank you for all that you have done and for the 
very willing help which you, your officers and ship's company have always 
given. It is much to be regretted that the work which you commenced and 
so admirably carried out is not to be completed, at any rate for the present, 
though doubtless you will be doing equally useful work elsewhere in the 
near future. Good luck to you and your ship. 

This minefield accounted for two enemy submarines and there 
was little further submarine activity in that vicinity, which should 
be credited largely as an achievement of our squadron. And as 
a sample of quality before the North Sea mining began, the Balti- 
more's work gave our colleagues confidence that we could do 
our part — by far the largest portion — in that great, open sea 
operation. As immortalized in our song : 

" The Baltimore was the first away. 
She traveled a thousand miles a day, 
To show the Allies the lively way 
Of the Yankee Mining Squadron." 



The Yankee Mining Squadron 



35 



CHAPTER SEVEN 

Mine Assembling and Embarking 

Following- the conference on board the Queen Elizabeth, our 
bases worked full blast on the mines for the first operation. One 
group assembled and tested the anchors, another the mines, a 
third the plummet, a fourth the plummet and anchor together, 
and a fifth, the final assembly, of mine and anchor complete — 
called a unit. A section of mine track of standard gauge sufficed 
to test the anchor wheels and thus obviate trouble on board from 
their binding or dropping between the ship's tracks during mine- 




MiNES AND Mine Anchors Awaiting Assembly. 
The Anchors were Shipped in Pairs, for Convenience in Handling. 

laying, possibly causing an interrupted string. It speaks well for 
the manufacture, for the testing at the bases, and for the ship's 
mine track installations, that no such interruption ever occurred 
in the whole series of operations. 

The adjustment of firing mechanism was done in a locked room, 
the secret entrusted only to a few. It was delicate work, to be 
done patiently and methodically, for its accuracy determined 
whether the mine would be alive — or a dud. Fidelity in such 
adjustments is hard enough to maintain when the repetitions are 
numbered only by tens. Where hundreds and thousands are 
involved the tax on attention becomes severe. 

Before loading the mines into the cars, for transfer to the 
lighters, each mine was primed with a mealed TNT " booster " 
charge and the firing detonator was put in place — all ready for the 



z^ 



The Yankee Mining Squadron 



laying' — and five safety devices were seen in place and in order. 
These devices would prevent the firing mechanism working" until 
the mine had reached a certain minimum depth under water and 
had been in the water about 20 minutes, and would also prevent 
exploding in case of loss overboard during embarking. Such 
devices usually function properly, and dependence is not placed 
on one alone but on several together, any one of which will make 
the mine safe to handle — by experienced men. At an early stage 
in the training in mines, one learns to treat them with respect 
akmys — no liberties. Even the safest explosives, the surest mech- 
anism, have an occasional, inexplicable aberration. 



m^. \ 




Loading Mines into Lighters. 
At Base 18, on the Caledonian Canal, at Inverness. 



The ready mines are swung up into open freight cars, for haul- 
ing to the water side, whence they go, 40 to 80 together, in lighters 
out to the ships. After being landed on the tracks of the mine- 
layer, one safety pin is removed — leaving four — and the mine is 
then examined for any derangement during the three handlings 
ui transit from the store shed. 

The north of Scotland was a barred area, yet it was reported pos- 
sible for information to get through to the enemy in 18 to 20 
hours — time enough for interference to hatch out. With so much 
activity at the bases, lighters going to the ships loaded and return- 
ing empty, and a large destroyer escort coming in on 5 June, the 



The Yankee Mining Squadron 37 

fact that an operation was in early prospect was obvious. The 
hour of departure at least could be kept secret, and the start was 
fixed for midnight. The two detachments of the mine squadron 
and the destroyer escort would assemble at i o'clock a. m., 7 June, 
just outside the Sutors, the high rocky headlands at the mouth of 
Cromarty Firth. On this first occasion the preparations continued 
until one hour before the ships weighed anchor. 

Rehearsal of this operation had been impossible except on paper, 
but careful study of it had produced instructions that were com- 
prehensive, yet elastic enough for emergency. The order for the 




Squadron Flagship " San Francisco." 
Receiving Mine Lighters Alongside in Inverness Firth. 

operation gave a complete program, including a mining schedule 
showing the time when each ship was to begin laying and how 
many mines to plant. This was gone over with the captains, and 
then Captain H. R. Godfrey, R. N., and I had a conference with 
Rear Admiral Strauss, on the general features of the excursion. 
Captain Godfrey, commanding H. M. S. Vampire and the 14th 
Destroyer Flotilla, was our first escort leader. 

Our operation was to be no " captains' fight." Teamwork was 
indispensable. Every ship must keep in her station throughout 
and do her allotted stint exactly on time. The instructions said, 
" Once begun, keep strictly to schedule times, regardless of the 



38 The Yankee Mining Squadron 

omission of signals or delay in them." Otherwise there would 
be gaps in the barrier, impossible to fill without waste of time 
and space, and mines would be brought back that should have been 
planted. Teamwork in the high degree wanted meant every man 
alive to his interest in the general result and sensible to his respon- 
sibility for his part in it. All would learn this in time, but it 
must be driven home beforehand. It was of utmost importance 
that the first operation should be an unquestionable success. 

Accordingly, after making the preliminary inspection of each 
new ship, I spoke to each ship's company, partly to comment on 
their work so far, but chiefly to enlist the best efforts of each 
individual. Rumor and conjecture were the sources of all they 
had learned hitherto of the work ahead of them. Now they were 
told something of its magnitude and importance — that it had been 
regarded as doubtful of accomplishment, but their squadron com- 
mander had promised success in their name, promised the kind of 
success that comes only with the best teamwork throughout the 
ship and by all ships in the squadron. Every man should realize 
that now, in war, his utmost was called for, as never before in 
his life; that however simple and unimportant his duty might 
seem, it was his to do, and he was counted on not to be content 
that any other man's work should be better done, and that, in our 
work, prolonged through hours, the attention must never slacken — 
the 6ooth mine must be as carefully tended as the first. The men 
gave the closest attention — not an eye wavered, hardly a muscle 
moved — giving back such confidence that, on board the Canoniciis, 
which I had found in fine condition, I could wind up with, " And 
when the last mine is out, the only signal I expect to send to you 
is ' Canonicus well done ' ! " 



The Yankee Mining Squadron 39 



CHAPTER EIGHT 

The First IMinelaying Excursion 

The eve of our first departure was drizzling and misty. 
Attempts for some advance sleep were of no avail — too much 
pressure had directly preceded. When 11 o'clock came without 
sign of the two ships due from the inner anchorage in Beauly 
Basin, we in the flagship wondered why. The tide was falling, 
another half hour passed — would they never come? Signals and 
radio failed to get through. Very soon, if not already, they 
would be unable to pass through the new dredged channel. At 
last, near midnight, they appeared. The pilots had been delayed 
through a misunderstanding on shore, in itself slight — but it was 
a narrow escape from being 10 hours late, which, on our first 
operation, would have made a bad impression, without and within. 

The start is made without signals, all dark and noiseless on 
board, except for the rumbling chain as the ship gets underway. 
As the San Francisco heads out slowly, one after another the 
signal quartermaster reports the other ships underway and follow- 
ing. We take two-thirds speed now. The full number of lookouts 
are at their stations and warned to be alert, and the men are now 
sent to the battery, making a little stir for the moment, then quiet 
falls again. Fort George shows the signal for an open gate, we 
increase to standard speed, and as the second ship passes out 
through the submarine net, they all form single column astern 
and close up — to 500 yards apart. The rocky shore looms high 
and black on the left, not a single house light showing. On the 
ofifshore side, small patrol craft can be dimly seen, on watch 
against lurking danger. Fifteen minutes more and we see long, 
low forms slinking against the dark background of North Sutor. 
Those are the escort destroyers, going out to form a screen. Close 
following them we make out larger, higher, moving shadows — our 
detachment from the other base — one. two, three, four — five! 
All there! The detachments are so timed that they reach the 
junction buoy at the same moment, and the whole squadron stands 
on, without pause, together, 10 ships in two parallel columns, 
500 yards apart. Ahead and on either side are four destroyers, 
12 in all. No signals, no lights, no sound but quiet tones on the 



40 



The Yankee Mining Squadron 



bridge and the swash of the water overside. Three miles along, 
the water deepens to 60 feet. A screened flash from the flagship 
to the opposite leader and the squadron, all together, slackens 
speed, to get out paravanes — those underwater, outrigger-like 
affairs which guard against anchored mines in one's path. Only 
a few minutes, then up each column comes the sign " yes," passed 
by ships in succession — another flash from the flagship, and we 
resume standard speed again, keeping on, out Moray Firth, 
through the one-mile wide channel, which is swept daily for mines. 




The Mine Squadron at Sea. 
Returning to Base After Laying the Ninth Minefield. 



Off Pentland Skerries, near John O'Groat's House, we turn 
east, and here as we pass, the supporting force files out of Scapa 
Flow — six light cruisers, then a squadron of battle cruisers and 
another of four battleships, each squadron screened by six de- 
stroyers. Very impressive are these great ships, majestic in move- 
ment, as they sweep off to the southward and eastward, disappear- 
ing in the morning haze, which magnifies their towering bulk. We 
see them no more until next day but know they are there, on 
guard against raiders. 



The Yankee Mining Squadron 41 

The British Minelaying Squadron is out, too, four ships with a 
joint capacity of 1300 mines, but we do not meet. Though pro- 
tected by the same heavy squadrons, we work independently, in 
different areas. They are bound this time for the section near the 
Norway coast, Area C it is called, while we are to begin at the 
southeastern corner of the middle section. Area A, and work to 
the westward. 

Straight over to Udsire we go, a small island oft' the Norway 
coast, the nearest good landmark from which to take a departure 
for the minelaying start point. We make Udsire Light near 11.30 
p. m., close in to about 1 1 miles distance, turn north for a sufficient 
run to give a good fix, and then head oft-shore. Accurate determi- 
nation of the minefield's position is necessary for use in laying 
another field close by subsequently, and also for the safety of the 
vessels sweeping the mines up after the war. There must be 
steady steaming and steering, with a minimum of changing 
course — no hesitation, no trial moves, for neither the time at dis- 
posal nor the submarine risk will permit. 

All goes smoothly until the turn to head off-shore, when one 
destroyer crosses too close under San Francisco's stern and cuts 
her "taut wire." This is fine piano wire, furnished in spools of 
140 miles of wire, the whole weighing one ton. A small weight 
would anchor the end to the bottom, and then a mile of wire meant 
a mile over the ground without question. 

The wire is soon started again, and as the Baltimore is running 
her wire on the other flank, and the weather is clear enough for 
good navigational bearings and star sights, no harm is done. We 
head for a position seven miles in advance of the start point, so 
that the squadron may turn together to the minelaying course and 
have still a half-hour in which to settle down. 

It is a busy night and early morning, keeping the ships in 
formation, verifying the navigation, keeping a keen lookout in 
every direction for submarines — we are now in their regular 
route — going over the mines for final touches and making other 
preparations necessarily left to the last. About 4 o'clock, Lieut. 
Commander Cunningham, the flagship's navigator, reports that 
we shall reach the start point at 5.27 a. m. Captain Butler and I 
check his figures, and at 4.27 the signal is made that minelaying 
will begin in one hour. The crews go to mining stations, to See 
all clear and then stand by. In the flagship we watch for the 



42 The Yankee ]\Iining Squadron 

reports of readiness. Ship by ship they signal in the affirmative. 
They are ready, every one. 

Now the last turn has been made and the signal is flying to 
begin laying in seven minutes. The ships are formed in a single 
line abreast, speeding towards the start point — like race horses 
when the starter's flag is up. It is a stirring sight. How will it 
go, after all these months — for some of us years — of preparation? 
Our work to-day will mean much to those in Washington. 

No ship is ofif the line by so much as a quarter length. Com- 
mander Canaga stands with watch in hand — " two minutes, one 
minute, thirty seconds, fifteen ? " He looks up inquiringly. A 
nod — all right. " Five seconds — haul down ! " Up go the red 
flags on the first ships to plant, the sign that their minelaying 
has begun, and word comes from the flagship's launching station 
at the stern, " First mine over." All well so far. 

The minelaying now runs entirely by the time table. Each ship 
gives her successor five minutes warning and, as her last mine 
dives overboard, shows the signal " Begin minelaying at once ; I 
have suspended." The successor begins accordingly, showing 
her red flag. The stafif officers on board the San Francisco watch 
for these signals, comparing the times with what they should be, 
and counting also the seconds elapsed between the launching of 
successive mines, from the ships whose sterns we can see. A few 
seconds out now and then — otherwise all goes according to sched- 
ule, just as planned before leaving the United States. 

The hardest task is on board the Housatonic — a new ship, with 
a new mining installation, of type untried in service, and a crew 
inexperienced in minelaying — dropping 675 mines without inter- 
mission, I every 11^ seconds, during 2 hours and 10 minutes. Her 
mate is standing by, ready for any interruption, but the Housatonic 
completes the task without a break — making a world record, a 
continuous line of mines, 28 miles long. On a later occasion, the 
Canonicus planted 860 mines in 3 hours 35 minutes, an unbroken 
line of 43 miles. 

About 20 minutes after planting began, an explosion was felt 
and a geyser seen astern. A few minutes later the same occurred 
again, and other explosions followed, at varying intervals and 
distances, some just visible on the horizon. Others which were 
nearer, as evidenced by the sharpness of the shock, threw up no 
geyser, indicating that they were at the middle or lowest depth. 



The Yankee Mining Squadron 43 

In the proof tests held off Cape Ann in April, it had been 
observed that a mine at the middle level, 160 feet submergence, 
made no surface disturbance when detonated, until 8 seconds had 
elapsed, and then only as much as the wash of a light swell over 
a submerged rock. At the deepest level, 240 feet submergence, 
a detonation produced no more surface upheaval than there is in 
a glass of well iced champagne. The ship being about 800 yards 
away, the shock was heavy and sharp. The water surface all 
over could be seen to tremble with the shock, but directly over the 
mine itself, when, after 27 seconds, the gas came up, there was no 
more surface disturbance than a pleasure canoe could have ridden 
with safety. A slick on the water would follow, but this could 
not be distinguished at much over a mile distance nor at all if 
there were a white cap sea running. 

Observers recorded the number, times, and approximate posi- 
tions of all explosions and, on board the San Francisco and Balti- 
more, there were listeners stationed at the submarine signal re- 
ceivers, so as to get a full count. All observers did not agree, as 
the indications from sounds and shocks varied according to dis- 
tance and depth. Some explosions gave a prolonged reverbera- 
tion, at times sounding to the unassisted ear like two or three 
explosions in rapid succession, but in the submarine signal receiver 
each explosion made a distinct sound, unmistakable. 

The count by the San Francisco and Baltimore, differing by 
only 2, practically agreed on 100 explosions, or about 3 per cent 
of all mines planted. Although a perfect record was desirable, 
the detonations showed the minefield to be alive and sensitive, and 
their number was not large for a new mine, not yet long enough 
in service to refine out the minor defects. 

Surprising enough on deck, where one could see, that first 
explosion must have startled the men in the engine room, in the 
coal bunkers, and on the lower mine decks. The blow rings 
sharper down there, where resulting damage, in broken pipe joints 
or started boiler tubes, might be expected first. Whether gun, 
torpedo, or mine, however, it is all one — the duties go on just the 
same. 

As the mines on the launching deck move slowly aft, those on 
lower decks move forward, to the elevators and up. Working 
spaces are cramped, passages narrow, bulkhead doors closed 
wherever possible. At the right time, a door will be opened, the 



44 The Yankee Mining Squadron 

portable section of mine track adjusted, the mines in that com- 
partment hauled out, and the door closed again water-tight, all as 
quickly as possible. Close, hot, foul with oily steam and sea- 
sickness — it is sweating, disagreeable work below decks. But 
complaint is nowhere in the ships. The feeling is well expressed 
by one man, writing home : 

When the first mine went over, I had a curious feeling of exultation. 
The fear, the perils, the uncertainties that surround our work, slipped from 
me like the foolish fancies of a nightmare. There, at last, was a nail in 
the Kaiser's coffin. Come what might, I had justified my existence. Had 
the whole German High Seas Fleet appeared in the ofiing, I am sure I 
should have gone to my battle station with a shout of glee. 

Prolonged activity, in preparing the squadron and bringing it 
out, makes it trying now for me, to look on, hands folded — nothing 
to do while everything goes well — yet constantly alert, for instant 
decision in case of mishap. After nearly four hours, the schedule 
is finished. Some marker buoys are dropped, for later use in 
beginning another minefield. The line of ships then takes the 
narrower route formation, and we head back for the base. Butler, 
Canaga, and I exchange quiet congratulations. Our work to- 
gether has been to good purpose. 

The men clean up the decks, get a wash for themselves, and 
those ofif duty drop asleep — anywhere — the deck is covered with 
them. On top of the duties common to all men-of-war, to move 
the 400-ton masses of mines, in slow but steady time, is very 
fatiguing, even with steam winches to help. 

We are not finished yet. Expectation of a quiet afternoon doze, 
handy to the bridge, is rudely dispelled by a smoke screen started 
by the destroyers. Unaware it is only an exercise, all hands 
tumble up to battle stations. Then one minelayer must stop, to 
tighten a nut working loose. Two destroyers are left to guard 
her, all three overtaking us in a few hours. Next a dirigible 
balloon heaves in sight, and then a widespread smoke covers the 
horizon, developing into a convoy of 50 vessels. Finally, in the 
midst of dinner, the siren of our next astern shrieks " Submarine 
to port ! " 

While the minelayers, upon signal, swing together away from 
the danger quarter, the Vampire swoops by at 30 knots, to drop 
two depth charges on the spot indicated. Captain Godfrey signals, 
" Whatever was there, those charges will keep him down for a 



The Yankee ]\Iining Squadron 45 

considerable time.'' All quiet again, we return to our cold prov- 
ender, remarking that, as a name, mine squadron is ill chosen. 
It should be " Crowded Hour Club." 

Reports had now come in from all the ships that there had been 
no casualties. All were prepared to undertake another operation 
upon receiving the mines, and without further incident we re- 
turned to our former anchorages, arriving at 3.30 next morning. 
But ere that day closed, so memorable in our lives, I signaled 
the squadron : 

The operation to-day was an excellent performance by each ship and by 
the squadron as a whole. The fact of some premature explosions does not 
detract from the highly creditable mine handling and steady steaming. Con- 
fidence in the personnel and faith in the undertaking are well justified, and, 
captains may well be proud of their commands, as the squadron commander 
is of the squadron. 



46 The Yankee Mining Squadron 



SQUADRON ORGANIZATION AND SHIPS' DATA 

Mine Squadron One, U. S. Atlantic Fleet 

(Designated in H. B. M. Grand Fleet, Second Minelaying Squadron) 

Captain Reginald R. Belknap, U. S. N., Squadron Commander 

Flagship — U. S. S. San Francisco 

Chief of staff *Captain H. V. Butler. 

Aid and tactical officer Commander B. L. Canaga. 

Squadron construction and mining 

officer '^Comdr. L. F. Kimball. 

Squadron engineer *Lt. Comdr. F. R. Berg. 

Squadron engineer from i October, 

1918 *Lieut. G. J. Blessing. 

Flag lieutenant and secretary Lt. Comdr. E. S. R. Brandt. 

Aid and secretary after 22 August, 

1918 Ensign Roger F. Hooper, R. F. 

Squadron radio officer, also signal 

officer after 23 August, 19 18. ... Lieut. R. C. Starkey. 

Communication officer and aid Lt. (j. g.) R. L. White, R. F. 

Squadron surgeon *Lt. Comdr. G. C. Rhoades ( M. C. ) . 

Squadron surgeon from i October, 

1918 *Lieut. H. P. Stevens (M. C), R. F. 

Squadron supply officer *Lieut. C. R. Eagle (P. C). 

Squadron athletic officer *Lt. Comdr. G. W. Hewlett. 

Assistant squadron construction offi- 
cer *Lieut. G. R. Arey (C. C). 

San Francisco (flagship)- — Captain H. V. Butler, U. S. N. 

Launched at Union Iron Works, San Francisco, October 26, 1889, as 
a protected cruiser; commissioned as a mine ship August 21, 1911; 
length 324 feet, beam 49 feet, extreme draft 24 feet, full load displace- 
ment 4583 tons; twin screw, 18 knots; four 5-inch 51-caliber guns, two 
3-inch anti-aircraft guns, 170 mines; officers 22, crew 350; additional 
for flagship, officers 5, enlisted men 47 ; total on board 424. 

Baltimore — Captain A. W. Marshall, U. S. N. 

Launched at Cramp's Shipyard, Philadelphia, October 26, 1888, as a 
protected cruiser; commissioned as a mine ship March 8, 1915; length 

* Additional to ship duties. 



The Yankee Mining Squadpon 47 

335 feet, beam 48^^ feet, extreme draft 24 feet, 5482 tons ; twin screw, 
18 knots; four 5-inch 51-caliber guns, two 3-inch anti-aircraft guns, 180 
mines; officers 21, crew 339; total 360. 
Roanoke — Captain C. D. Stearns, U. S. N. 

Launched August 30, 1911, named El Dia; commissioned as a mine- 
layer January 25, 1918, at Tietjen and Lang's Shipyard, Hoboken, N. J. 
Housatonic — Captain J. W. Greenslade, U. S. N. 

Launched November 14, 1899, named El Rio; commissioned January 
25, 1918, at Tietjen and Lang's. 
Canandaigua — Captain W. H. Reynolds, U. S. N. 

Launched in May, 1901, named El Sigh; commissioned March 2, 
1918, at the Morse Dry Dock and Repair Company, Brooklyn, N. Y. 
Caiionictts — Captain T. L. Johnson, U. S. N. 

Launched November 14, 1899, named El Cid; commissioned March 2, 
1918, at the Morse Yard. 

All four preceding were built at the Newport News Ship and Engine 
Building Company, Newport News, Va., as freight liners for the 
Southern Pacific Steamship Company (Morgan Line). Length 405 feet, 
beam 48 feet, draft 20 feet, displacement 7000 tons ; single screw, 15 
knots; one 5-inch 51-caliber gun aft, two 3-inch anti-aircraft guns 
forward; 830 mines normally, 900 maximum, carried on three decks; 
officers 21, crew 400; total 421. 
Quimiebaug — Commander D. Pratt Mannix, U. S. N. 

Launched October 14, 1898, named Jefferson; commissioned as mine- 
layer March 23, 1918, at Robins' Dry Dock and Repair Company, 
Brooklyn, N. Y. 
Saranac — Captain Sinclair Gannon, U. S. N. 

Launched in 1899, named Hamilton; commissioned April 9, 1918, at 
James Shewan & Sons, Inc., Brooklyn. 

Both were built by John Roach & Sons, Chester, Pa., as coast-wise 
passenger and freight liners for the Old Dominion Steamship Com- 
pany; length 375 feet, beam 42 feet, draft iSj^ feet, displacement 5150 
tons; single screw, 16 knots; one 5-inch 51-caliber gun aft, two 3-inch 
anti-aircraft guns forward ; mines 612 normally, 642 maximum, carried 
on two decks ; officers 18, crew 392 ; total 410. 
Shawmut — Captain W. T. Cluverius, U. S. N. 
Aroostook — Captain J. Harvey Tomb, U. S. N. 

Both vessels were launched in 1907 at Cramp's Shipyard, Philadelphia, 
named Massachusetts and Bunker Hill respectively; commissioned as 
minelayers at Navy Yard, Boston, Mass., December 7, 1917 ; length 387 
feet, beam 52 feet, draft 17J/2 feet, displacement 3800 tons ; twin screw, 
oil fuel, 20 knots; one 5-inch 51-caliber and one 3-inch anti-aircraft 
gun on the middle line aft, one 3-inch anti-aircraft gun forward; 320 
mines normally, 352 maximum, all carried on one deck; officers 20, crew 
346 ; total 366. 



48 The Yankee Mining Squadron 

Totals of Squadron: 

Tonnage, 54,000 tons. 
Mines, normal 5530, maximum 5834. 
Officers 208, men 3839; total 4047. 

In addition, four sea-going tugs belonged to the squadron, as de- 
scribed in Chapter 22. 



The Yankee Mining Squadron 49 



CHAPTER NINE 
Athletics 

A shortage of some mine parts that had encountered difficulty 
in manufacture now delayed the preparation for a second excur- 
sion, and the respite came opportunely, for we had been driving 
hard for some time. 

Though the minelayers were comfortable enough to live in 
when empty, it was quite different with mines on board. Then 
only a few of the men could swing their hammocks, the others 
having to lie on the decks. Crowding the mess tables together, 
horns and sharp corners ever ready to tear the clothes, mines 
were constantly at one's elbow, and everywhere were mine tracks, 
half-knee high, or turntables, to trip the unwary or bark his 
shin. No smoking was allowed below decks, and the space above 
decks was very limited for crews so numerous. The men made 
no complaint — such men will not complain of discomfort which 
seems temporary and unavoidable, when incident to an under- 
taking that interests them — but since the discomfort could not 
be alleviated but, on the contrary, would increase with the fre- 
quency of excursions and with inclement weather, sufficient diver- 
sion was imperative to maintain the fine, cheerful spirit which had 
characterized the work so far. 

Let the report on squadron athletics, written at the end of Sep- 
tember by Ensign Walter P. Hanson, U. S. N. R. F., editor of our 
Athletic Bulletin, tell what was done, in true sporting page style: 

The situation was new, practically unparallelled, and called for immediate 
action. With the exception of the San Francisco and Baltimore, none of 
the ships had the traditional atmosphere of a man-of-war, so essential to 
the building up of esprit de corps. It was a new squadron, manned largely 
by new men, performing a new operation in strange waters. Something 
was needed to weld this war-sprouted organization into a solid, indissoluble 
unit, to build up ship spirit and a high squadron spirit, recalling old tradi- 
tions and laying the foundation for new ones, to fire the men's enthusiasm 
to a pitch that would insure the success of the gigantic operation in hand 
and spell defeat for the German submarine forces. 

There were other just as important reasons why an athletic organization 
was necessary. Minelaying in contested waters is not the easiest nor the 
least dangerous of duties. To eat, sleep and work in close proximity to 



50 The Yankee Mining Squadron 

tons of the deadliest explosive known, and then to cruise day and night in 
submarine infested waters with this same explosive for cargo — knowing 
that one well-aimed torpedo, a well-placed mine, or a few enemy shells, 
would wipe out an entire ship's company, and possibly the whole squadron — 
is not exactly the sort of recreation a worn-out business man would seek as 
a cure for "nerves." And blue-jackets, despite a common fallacy in Amer- 
ica, are no more than human. Numerous mining excursions, with no inter- 
vening periods of recreation, were bound to tell on the men. 

Relaxation and amusement they would get in one form or another. 
Where were they to turn for it? To the theaters and amusement centers 
of two Scotch, war-stricken villages? They were almost a myth and 
couldn't hold a man-sized blue-jacket's attention for half an hour a week. 
What then — the Y. M. C. A. ? Yes, to some extent, but even those faithful 
workers couldn't solve the problem. Active amusement the men wanted, 
excitement, thrills, anything to take their minds off their work for a few 
hours several times a week when they went ashore. 

Obviously there was but one answer to the question and that was the 
healthful recreation of organized, competitive athletics. Athletics of all 
sorts and forms, teams organized on each ship, and an officially recognized 
and governed organization to direct the activities of the entire squadron. 
Spirited competition and clean sportsmanship was to be the keynote of 
the movement, with one directing head, under the supervision of the 
Squadron Commander. 

The official " season " was formally opened on July 4, at both bases, with 
eight teams competing. The initial success was most gratifying. The 
spirit shown by the townspeople gave the day all the ear-marks of a regular 
league opening in the states. The games were closely contested and the 
players, cheered on by the rooting of hundreds of loyal " fans," displayed 
an excellent brand of ball. Business houses had declared a holiday in 
honor of our Independence Day and apparently the natives decided to 
attend the festivities in a body, for at Inverness more than three thousand 
of them were present, eagerly attempting to learn the intricacies of the 
game. 

From then on, the success of athletics in the squadron was assured. 
When the ships were in port and the weather permitted, not a day passed 
without one or more games played. Each team was loyally supported by 
its own ship's company, even the officers forgetting their dignity long 
enough to root long and loudly. In these demonstrations the men were 
moderate, considerate of the neighbors, realizing that local custom did not 
favor such noise, though indulged now with perfect good humor, since we 
appeared to need it. 

Athletic activities were not confined to baseball. Boat-racing, track, 
tug-of-war teams, boxing and wrestling, were all taken up and encouraged. 
On July 4, the entire morning was given over to boat racing. Excellent 
time was made over the mile course and good seamanhke qualities were 
displayed. The afternoon track events developed into a spirited contest, 
in which the marks made would have done justice to any first-class Ameri- 
can university. Again on Labor Day a similar athletic meet was arranged 



m 




52 The Yankee Mining Squadron 

and once more the same measure of success was attained, thousands of 
townspeople in attendance. 

Boxing and wrestling were taken up by the individual ships and, gener- 
ally speaking, one evening each week was given over to " happy hours," for 
bouts in the ring and on the mat. Ambitious youngsters would send forth 
bristling challenges, which were immediately snapped up by rivals in other 
ships and the resulting encounter was the equivalent — seldom bloodless — 
of a naval engagement in building up esprit de corps. 

Excellent golf courses and tennis courts lay convenient to both bases, 
and many a day the Squadron Commander returned from the Nigg links 
with i8 officers crowding the barge. The squadron surgeon, Dr. Rhoades, 
secured many recruits for the ancient and honorable game, with the result 
that upward of 50 officers out of 200 entered the tournament played in 
September. 

From the start the good effect on the men was noticeable. A consistently 
winning baseball team made that ship's company the envy of all others, and 
fostered a spirit that could not confine itself to athletics alone but was 
injected into drills, mining excursions and all forms of ship's work. In- 
deed, it would not be overshooting the mark to state that the success of the 
operation as a whole was due in large part to the spirit of enthusiasm 
aroused among the men by organized competitive athletics. 

The men and officers were benefited from a mental and moral, as well as 
physical, standpoint. They had something really interesting to go to see 
on shore and to talk about on returning aboard. Their minds were 
taken absolutely away from war while the games were in progress, their 
nerves relaxed and the tension removed. Their activities were directed 
into healthful channels, whereas, thrown upon their own resources, they 
might have sought amusement in some harmful form. 

Not only did athletics benefit the men, it also played its part from an 
international aspect, especially baseball. Essentially an American sport, it 
typifies everything American — rapid thinking, quickness of action, and 
purely American individualism, coupled with the keenest alertness in team- 
work. These traits the British admire in the " Yanks." At any of our 
baseball games, hundreds of British soldiers and sailors could always be 
seen, wearing broad grins of appreciation and admiration of the cleverness 
of their comrades in arms. So much were they taken up with the sport 
that on some British ships they began to organize baseball teams, with the 
hope in the near future to compete with their American cousins. And the 
small boys in the towns were quick to take up playing ball with a stick 
and an old string ball. All this helped in creating a spirit of cooperation 
and good feeling between the British and the Americans, so important to 
both present and future common aims. 



The Yankee Mining Squadron 53 



CHAPTER TEN 
The Squadron Complete 

After a conference with the commanding officers with the 
various incidents of the first excursion fresh in mind, revised 
instructions applying equally to every excursion were drawn up, 
to be supplemented by the particulars for each successive occasion 
issued at the appropriate time. The term excursion met with 
ready adoption, for its cheerful suggestion of a return — weary 
no doubt, but content. 

A navigation memorandum of the intended courses, speeds, 
and principal incidents, for the information of the escort leader 
and each ship, accompanied the excursion order. An excellent 
understanding, as well as good feeling, grew up between the 
squadron and its escort. The escort commander would often dine 
on board the San Francisco and discuss the coming excursion and 
the two bodies soon came to move as one, changing course, night 
or day, or changing formation, frequently with only a whistle 
blast — a whole excursion sometimes without any tactical signal at 
all between the two bodies, except for some unforeseen change of 
course or speed. 

Preparations had begun at once for the second excursion to 
continue the first minefield, but change had become necessary, and 
a line across Area C was ordered — not, however, until Roanoke 
had been loaded with 830 mines of an adjustment not suited to the 
changed plan, and these remained on board 33 days, the crew 
living around, but keeping up cleanliness and order the same as 
usual. So long a period fully loaded had not been contemplated, 
but it showed one more thing these vessels could do when well 
manned and commanded. 

As before, assembly was at night 30 June, and Udsire the point 
of final departure. The supporting force was the 6th Battle 
Squadron of five American battleships under Rear Admiral 
Hugh Rodman, U. S. N. Needless to say, every one came on 
deck to see our handsome battle squadron, as it filed out past 
Pentland Skerries and formed liup^ disappearing to the south- 



54 The Yankee Mining Squadron 

eastward. Twice during the afternoon submarine periscopes were 
seen by the battleships and their destroyer screen, which opened 
fire and dropped depth bombs, but without known effect. 

Considerable current was found near the Norwegian coast, but 
visibility was good until we passed to the northward of Udsire; 
then it became increasingly hazy. The run of the flagship, guid- 
ing, was accurately determined notwithstanding, by other marks 
to the northward before they too became indistinct. At 4.26 a. m., 
minelaying began — great care taken not to lay any mines inside 
Norwegian waters, yet to begin just outside them. Despite the 
unexpected strong current at the critical moment, the first mines 
were dropped within 250 yards of the intended spot, just outside 
the three-mile limit. 

Overcast sky prevented obtaining good observations to check 
the run during the minelaying, and as there was no check on 
latitude and the current was variable, the course was changed 
slightly for the last third of the run, to be sure of clearing our 
first field, towards which we were heading. This accounts for the 
bend in that line on the chart. We were crossing the 150-fathom 
deep water which skirts the Norway coast, three large ships, 
Canonicus, Canandaigua, and Honsatonic, led by San Francisco, 
laying 2200 mines in two rows on a line 46 miles long. In spite 
of repeated breaking of the distance-measuring taut wire, the 
speed over ground was estimated closely enough to end the line 
within one-half mile of the point intended, which was correct 
within I per cent. 

There were again no casualties and all the mines were planted. 
Two ships planted 710 each in continuous strings, fully establish- 
ing the success of the mining installations. There was no longer 
any doubt of the ability of one of these ships to plant her entire 
load of 860 mines without break. All vessels returned to base 
ready for further duty. 

The explosions of defective mines on this excursion amounted 
to between 4 and 5 per cent, and reports received from British 
trawlers watching the first minefield indicated that enough more 
had gone off in that field since the first day, to bring the total 
there up to between 5 and 6 per cent. Despite all remedy, these 
explosions increased in number up to the 5th excursion. Then 
the cause was found to be due not to unskilful, negligent, or other- 
wise faulty procedure in either the ships or the bases, but to lie 



The Yankee Mining Squadron 55 

partly in supersensitiveness in the mines' adjustment, partly in 
imperfection in manufacture— inevitable in such large numbers 
made under prevailing industrial conditions, especially of a new 
design. 

On June 29, just before departure on the second excursion, the 
minelayers Shawmut, Captain W. T. Cluverius, Aroostook, Com- 
mander J. H. Tomb, and Saranac, Commander Sinclair Gannon, 
and the repair ship Black Hawk, Captain R. C. Bulmer, had 
arrived from the United States. Uncompleted work had not 
delayed them like the others, but the trial runs of the Shazvmiit 
and Aroostook showed their fuel consumption to be much larger 
than had been estimated — no data having been available when their 
conversion was planned — making their fuel capacity insufficient 
for the passage over. Indefinite delay, until a tanker could 
accompany them, was averted by the captains hunting up enough 
oil hose to fuel the ships at sea. Their departure on June 16 
took place during the German submarines' activity on the New 
England coast — not a favorable condition for ships just out of a 
navy yard. Twice during the crossing, the Black Hazvk took the 
Shawmut and Aroostook in tow, to give them fuel oil. Though 
a new operation to all hands — likewise new ships, new crews, half 
a gale of wind, and oil hose twice as heavy as proper — it was 
done well, without mishap, and all four arrived at our bases ready 
for service. 

The third excursion could therefore be made by the full squad- 
ron of ten. It was to continue the first minefield, and as some of 
our mark buoys were known to have broken adrift — we had 
passed two on the second excursion — the flagship's navigator, 
Lieut. Commander Cunningham, was sent out in the squadron tugs 
Patuxent and Patapsco, to verify what might remain of the buoy- 
field. Finding half the buoys in place, he planted two new ones as 
a precaution. Then he passed along both our minefields, listening 
for further explosions, but heard none. The necessary improve- 
ment in the buoy moorings was now made, so effectively that they 
could be counted on thereafter. Each ship carried four buoys 
on her quarters, ready to drop on the instant. One stroke of an 
axe, or pull on a slip would release a buoy and its looo-lb. sinker 
together, the mooring wire cable being so looped up around the 
buoy as to pay out clear. Thus the ship had no need to reduce 
speed nor any fear of getting her screw foul of the buoy. 



56 The Yankee Mining Squadron 

Embarking mines for the third excursion had already begun 
when a message came that no mines were to be placed west of 
zero longitude for the present, a restriction that shortened the 
intended line by 30 miles, quite upsetting the embarking arrange- 
ments then in progress. 

Meantime, the original plan had, in London, undergone con- 
siderable modification as to the constitution of the barrage. Origi- 
nally of three systems, each comprising three lines of mines — 
upper, middle, and lower levels — the necessity which had developed 
for wider spacing between mines, to avoid structural damage to 
neighboring mines when one was detonated — 300 feet instead 
of 150, as originally planned — made it seem desirable to increase 
the number of lines of mines, so as to maintain the same density of 
the mine barrage as a whole. The revision aimed to increase the 
risk to surface passage considerably. No effective patrol being 
maintained along the barrage, submarines would naturally prefer 
the surface. The revised plan, in brief, made 10 upper level rows 
instead of 3, and 4 middle and 4 lower level, instead of 3 each, 
or a total of 18 rows instead of 9. 

Rather than shorten our line and again employ only part of 
the squadron, the Commander of the Mine Force took up the 
revised scheme at once, ordering 5400 mines prepared, for a field 
of 5 parallel lines 54 miles long. All 10 ships were loaded nearly 
to full capacity, Honsatonic taking 840 mines. Departure was 
taken at 2 p. m., Sunday 14 July, hauling down, as we got under- 
way, the dress bunting which had been hoisted in honor of the 
French Bastille Day. 



The Yankee Mining Squadkon 57 



CHAPTER ELEVEN 
Tactics 

Ten ships laden with high explosive, navigating" in mine-swept 
channels, in submarine thoroughfares, and near minefields beyond 
sight of fixed marks — compactness of the minefield demanding 
that the layers steam as near together as safe — necessity for keep- 
ing together in fog, darkness, or submarine attack — these were 
the conditions governing our tactics. 

Thus, the mining excursions were not merely arduous in prepa- 
ration and execution. Precision and quickness of action while at 
sea were imperative, from start to finish. To foster these, a steady 
tension was kept up throughout the squadron, a tension which 
likewise helped the individual ships to maintain a careful habit 
among the men, without making them jumpy or fearful. To 
sustain attention and prevent over-confidence growing with famil- 
iarity, unremitting pains were exercised to note and correct any 
irregularity or apparent slackness — not to find fault but to keep 
things taut everywhere. Only in this way could compliance with 
all details be insured — so very important in our work. 

From assembly at the buoy until the return to it after the 
excursion, the San Francisco, leading the squadron, would main- 
tain a steady pace, sometimes increasing to make up for adverse 
current, but rarely slackening speed for anything. The squadron's 
position was frequently compared with the time schedule, and no 
eflfort was spared to carry through the excursion with preci- 
sion. There was time enough, we had speed enough, but none 
too much of either, and the whole body felt a constant urge 
towards a direct and clean-cut movement out to the field, over it, 
and back to the base. 

Stretched in tw^o mile-long columns while in mine-searched 
waters, which were comparatively narrow, the formation would 
widen and shorten upon reaching the 50-fathom line, so as to 
diminish the depth of the target ofifered to a submarine. Ap- 
proaching the mine start point, the vessels would take the relative 
positions which they would occupy when the mining was begun — 
not too soon, because such a formation was unwieldy, and if 



58 The Yankee AIining Squadron 

maneuvering into position involved much turning, the formation 
would become disordered. The lo vessels were of 5 different 
types, with dift'erent handling qualities and having very small 
speed reserve with which to regain lost position. On the other 
hand, the change had to be made early enough for all vessels to 
get settled in station, at standard speed, before the minelaying 
began. 

As the planting progressed, we had to make use of large, lighted, 
navigation buoys, planted in the open sea, obviously for our use. 
The British had warned us, from their own experience, of the 
enemy's habit of moving all such buoys whenever seen, or plant- 
ing mines near them — sometimes doing both. Working far away 
from the nearest landmark, we would pass close to these buoys 
in order to determine the position of the mine start point accu- 
rately. Against enemy mines which might be around the buoys, 
our paravanes were counted upon for protection, but here came 
in a complication. While paravanes would protect against ordi- 
nary mines, they actually increased the risk from any of our own 
mines which they might touch. To keep the paravanes out until 
after clearing the buoy, then take them in before approaching one 
of our fields, would have been simple enough, but for the neces- 
sity of maintaining steady speed and course from the buoy to the 
mining start point, which precluded slowing down to take the 
paravanes in. Since the risk could be measured from our own 
mines but not from the enemy's, the paravanes were always 
kept in use. 

Pressure of time and division of the ships between two bases 
while in port limited the tactical training of the squadron to what 
could be done while crossing the Atlantic and while going to and 
from the minefields. The special equipment to facilitate accurate 
station keeping which is usually found in men-of-war was lacking 
in these ex-merchant vessels. They had comparatively small 
rudders, and the nice regulation of steam to the engines, necessary 
for steady steaming in company, was very difficult with their 
deficient means for that purpose. Moreover, on the first excursion 
by the complete squadron of 10 vessels, 4 of them took part for 
the first time. The excellent performance of the squadron as a 
whole was all the more remarkable. 

Passing through the mark buoys, which the sloop H. M. S. 
Laburnum pointed out, the squadron, formed in three lines abreast, 



The Yankee Mining Squadron 



59 



stood on be}ond, to allow distance in which to steady down on 
the reverse course, then turned ships 90 degrees right together, by 
divisions in succession. This evolution formed the squadron in a 
single column which steered about SSW, until within two miles 
of the previous minefield. Two of the 10 vessels were on the 
right flank, so that a second, simultaneous turn, ships right, 
brought the squadron into the planting formation, consisting of a 
line of 8 ships abreast, stretching a mile and three-quarters, the 
remaining two in an advance line, 500 yards ahead, with three 




■rf 'iSr-!*- 




The Squadron in Minelaying Formation. 
Two Ships of British Minelaying Squadron in the Left Background. 

miles still to go, allowing 15 minutes time in which to settle 
down, before the order to begin planting. The execution of the 
operation was seamanlike to a degree, and the alignment, dis- 
tance keeping, and handling of the vessels, in approaching and on 
the planting line, were excellent throughout. 

It would have widened the field unnecessarily to dispose all 10 
ships abreast. The advanced ships would ease back into the main 
line as soon as two of the 8 ships directly astern had finished their 
minelaying and speeded ahead, leaving vacancies. Ample time 
was allowed to do this slowly, before their time came to plant, 
so as to avoid the extra demand on their engines which might 
be caused by dropping back too fast. The ships were neither new 
nor decrepit, but there was no excuse for taking unnecessary 



6o The Yankee Mining Squadron 

chances of spoiling a good performance by ihe squadron as a 
whole. Steady steaming and steering were important for safety — 
as well as for regularity of the mine-spacing. God help a ship 
whose engine broke down or rudder jammed during the mine- 
laying ! With a strong head wind, she would drift into the mine- 
field, before even a destroyer could tow her clear. It was partly 
for such an emergency that the sweepers originally included with 
our force were wanted — powerful, handy, seagoing tugs, able to 
assist in any circumstances. The tugs that we had were not fast 
enough to keep up with the squadron. Fortunately, engine or 
steering disablement never occurred during planting, but two did 
occur just afterward, and once, in Fair Island Channel, on the 
way to plant, a ship had to stop for a disabled feed pump. It was 
II o'clock at night, pitch dark, with the tide turning strong towards 
the 9th minefield, and in the submarines' thoroughfare. As I 
slowed the squadron and waited for report of the probable length 
of delay, I felt what a reliance a good tender would have been ! 

The support force on the third excursion, the 4th Battle Squad- 
ron, came close enough to observe the minelaying, steaming along 
parallel, four miles distant, for an hour. Its commander, in 
H. M. S. Hercules, was Vice Admiral Sir Montague E. Browning, 
who, with the French Rear Admiral Grasset, had come from 
Bermuda in the earliest days of our entering the war, to attend the 
first conference on our naval participation, and as their flagships, 
H. M. S. Leviathan and the Jeanne d'Arc, stood in to Hampton 
Roads, the San Francisco had been the vessel to salute their flags. 
Now, in the same ship, it was a pleasure to lead a large, new mine 
squadron, performing so creditably before such an observer, the 
more so as Admiral Browning had sent a special message of 
welcome upon our arrival from America. 

After this excursion was over and all the reports were in from 
the several ships, showing that all mines had been planted, with 
no mishaps of any kind, and that the vessels were ready to under- 
take another excursion, the following signal was sent : 

The squadron commander extends sincere congratulations upon the com- 
pletion of to-day's mining operation by the whole squadron. It was a 
handsome performance that would have done credit to a squadron of long 
experience. The squadron commander, the captains, the officers, and every 
man may rightly feel deep pride in having earned a success worthy of our 
navy's best traditions. 7.45 p. m., 15 July, 1918. 



The Yankee Mining Squadron 6i 



CHAPTER TWELVE 
Some Incidents 

By consensus of opinion, the limit of safe approach to a mine- 
field in the open sea was five miles. Where appreciable current 
exists, a heavy sea may cause mines to step along, or " migrate " — 
there is no telling how far — and the danger from mines adrift is 
naturally greater near a minefield than elsewhere. Mines are 
designed to become safe on breaking adrift and many of them are, 
but far from all. Submergence in salt water may derange the 
mechanism for that safety purpose. There was very little current 
across Area A, however, and the fine tactical qualities shown by 
the squadron lent confidence that it could be safely conducted much 
nearer to our minefields than five miles. Since the barrage plan 
had been revised, this closer approach had become necessary, if 
we were to get the whole barrage in between the southernmost 
line, already laid, and the northern limit, which had been publicly 
proclaimed. There was some aversion to proclaiming a new limit 
and we had no mind to say it was necessary. So, instead of 
lapping the ends of adjacent minefields, the practice was adopted 
of " butting " the new field close to the end of its neighbor, thus 
continuing the same line with only a small gap between adjacent 
ends. 

Our first news of damage inflicted on the enemy came in mid- 
July, soon after the second excursion, though the barrier was then 
hardly more than begun. The information was authentic but not 
very circumstantial — the standing policy was against that. Four 
submarines were mentioned. One of them lost nearly all her fuel 
and called by wireless for help, so loudly that it was overheard and 
a British force was sent out to capture or destroy her — but too 
late. Another German submarine had come to her aid, and the two 
got safely back. Further details are lacking. 

The third excursion, together with the British minefields in 
Area C, completed the equivalent of one system, extending from 
the Norway coast as far west as o degrees longitude. The prohibi- 
tion against laying any mines farther westward than that was 
still in force — although the enemy submarines had changed their 



62 The Yankee Mining Squadron 

route so as to pass clear to the westward of the partial barrier. 
So our fourth excursion began a second " system," parallel to and 
five miles distant from the first. 

Leaving the bases during the night of 28 July, and taking final 
departure from Buoy No. 2, which marked the north end of the 
division between Areas A and C, we ran south, clearing the ends 
of three British deep minefields by three miles — quite safe to do 
if they were all in their intended places. Then, by an " isodromic " 
maneuver — not easy and little favored, on accoui^t of the preci- 
sion that is requisite, but necessary on this occasion — our three 
columns, with San Francisco making a fourth on the left, formed 
a single line to the right, of eight ships, with two more in an 
advanced line, all steering about WSW. Being on the outside of 
the turn, the old San Francisco had to spring from 12 to 16^ knots 
within a few minutes, to gain her station on the southern flank 
in time, but no parade ground evolution could have been done more 
smoothly, and the quickness with which all ships steadied into 
accurate distance and bearing showed that, in future, the steady- 
ing interval could be safely reduced. Originally a half hour, it 
was cut down to 75 seconds. 

Commander Moir, a new escort leader, in H. ]\I. S. Valhalla, 
smiled slightly as he read over the mining order for the first time 
and I asked whether it were about this isodromic movement. He 
replied. No ; he was wondering how they could execute one of the 
intermediate changes which the order prescribed to be made en 
route, to sort the ships -out from the assembling order to the 
arrangement which they would be in preparatory to swinging into 
minelaying formation. It did look mixed at first glance, there 
was no denying, but I said, " Watch them do it, the Rules of the 
Road will govern " — and when the time came, I felt quite willing 
for any one to be a witness. 

At the end of a minefield, the wing and the center ships simul- 
taneously would drop mark buoys, 250 yards from the last mines, 
and again one mile farther on, making in all six buoys in two 
lines. When we came back after 10 days or so, to continue that 
field, a destroyer would go well ahead, to sight and stand by the 
outermost buoy, and the flagship would lead for it, but not steer 
towards the minefield side of it until the inner line of buoys had 
been sighted — those which were only 250 yards from the mines. 
The outer buoys were regarded with suspicion until some of the 



The Yankee Mining Squadron 



63 






frl MH 



l^ 



m 



W 



\\\ 



-?C—'.-. 



% 

--- .r^ 
) > t 



64 The Yankee Mining Squadron 

inner ones were seen to be in place. It was then deemed safe to 
lead between the two lines of buoys, for as long as there were 
any between the ships and the minefield, ships would be at least 
250 yards clear. Passing in column midway between the lines 
of buoys to make the start, and allowing for the simultaneous 
turn into line abreast, the squadron could begin mining by the 
time the outer buoys were passed, thus leaving a gap of but little 
more than a mile between the mines in the old field and those in 
its continuation. 

An early care while fitting out had been to organize and train a 
good lookout service. This duty is a severe tax on the men, and 
when, time after time, they see nothing suspicious, they tend to 
relax. Fearing this, as we had yet seen no submarines, barring an 
alarm on the first excursion, a special warning to lookouts was 
issued, which, fortunately was well supported on our next trip. 
A beautiful, peaceful evening off the Orkneys was rudely inter- 
rupted by messages from three different sources within the space 
of a minute, reporting a submarine estimated to be a half-hour 
ahead of us, outbound, making for Fair Island Channel. Taking 
no chances on its having innocent intentions towards us. Captain 
Godfrey turned his flank destroyers outward and bang! bang! 
went four depth charges, and four more on the other side — just 
to let the sub know he might except a hearty reception. The 
Aroostook's siren then shrieked for " torpedo to starboard ! " the 
ship charging ahead across another's bows, and the Housatonic's 
steering chain took that occasion to break. Serenity was gone, for 
a time at least, but being in a swept channel, there was small choice 
for maneuvering. All we could do was to shorten up our forma- 
tion before dark shut in and trust to our escort and a good 
lookout. 

In the event of a submarine appearing, our role was to make off, 
leaving the attack to the destroyers and being careful not to harm 
them by our own fire. The escort was prepared to engage its own 
kind, as well as submarines, and even to make a sacrifice attack on 
light cruisers, to assist our escape under cover of a smoke screen, 
but our moderate speed — 15 knots at best when keeping together — 
and the small number and caliber of our guns, made us rather 
helpless against an enemy cruiser's long-range, 6-inch gunfire and 
high speed. 



The Yankee Mining Squadron 65 

Upon returning from an Allied conference in Malta on mining 
the Mediterranean, Rear Admiral Strauss came out with the squad- 
ron, on the seventh excursion, 26 August, hoisting his flag in the 
San Francisco. This was the first time our program was inter- 
fered with by fog, which shut in thick soon after assembly. 
Incidentally, our tug Patuxcnt, going out ahead with her sister 
Patapsco to observe, found herself in the midst of a large convoy 
from Norway that night and had a collision, which fortunately 
was not serious to either vessel. 

After four hours' delay by fog, we made our departure buoy 
and steered for the end of the 5th minefield, 13 miles distant. Fog 
shut in again when we were half way, but fortunately lifted just 
before we should have had to turn back, and minelaying began, 
although the weather was still far from settled. Twice during 
the schedule, dense fog enveloped us, but the planting went on 
without interruption. It was rather ghostly to hear and feel the 
explosions of the defective mines, yet see nothing — not even the 
neighboring ship. Several times Admiral Strauss expressed 
admiration for the steady alignment of the formation, and upon 
leaving the San Francisco when we had returned to port, he 
signalled, " The Commander Mine Force congratulates Mine 
Squadron One on the seamanlike manner in which the seventh 
excursion was accomplished by all ships." 

On this occasion, for the first and only time, one ship had to 
drop out from an excursion, the Saranac having a smash inside 
the cylinder of her main circulating pump shortly after the squad- 
ron had assembled. Temporary repairs being impossible soon 
enough, she returned to base. The absence of her 580 mines left 
the 7th minefield incomplete, and to make good the defect a 
special excursion was ordered for the Shazvmut, Captain Clu- 
verius, and Aroostook, Captain Tomb, the two fast minelayers. 

Met ofif Cromarty buoy at 6 a. m., 31 August, by Commander 
Lowry in H. M. S. Wrestler, with three other destroyers, the 
detachment proceeded, first at 15 then at 17 knots, by the usual 
route to the end buoys of the seventh field, then close along the 
northern side of the field. The Baltimore had been on that flank, 
and after planting all her mines had dropped a buoy and again, 
at about 9-mile intervals, two other buoys, while steaming 500 
yards abeam of the nearest planting vessel. A fresh breeze was 
now blowing, making the buoys none too easy to pick up. Fog 



66 The Yankee Mining Squadron 

had prevailed while the Baltimore was dropping the buoys, making 
uncertainty as to their position and also as to whether they were 
there at all. Accordingly, the detachment first ran parallel to the 
minefield, from looo to 2000 yards outside the line of buoys, so 
as to sight them all ; then it turned back and began planting, 
Shawmiit first. The mines were laid in one line averaging 600 
yards outside the line of buoys, or about iioo yards from the 
nearest line of mines, thus completing the original field neatly 
without wasting space. The mining installations of these fast 
ships worked as well at 17 knots as they had at 12, and altogether 
the excursion gave the two a good try out. They were back in 
their berths 26 hours after leaving them, in ample time to embark 
their mines for the squadron's next excursion, and with a record 
to their credit for laying 580 mines on the closest parallel to a 
deep-sea minefield that had ever been run. 



The Yankee Mining Squadron 67 



CHAPTER THIRTEEN 
Signals 

Signals had come well to the front in the course of the first 
excursions, not only for tactics but also for assembling data 
quickly, so that a fairly comprehensive report of the excursion 
might go to headquarters by the first boat to shore after arrival. 
Spelling out messages by Morse or semaphore proved too slow 
and inaccurate for reports from nine ships in one afternoon, often 
in hazy weather, so a collection of phrases, and questions to be 
answered by reference number, was established, to be signaled by 
hoists of flags. 

As we had expected to use the British signal system, a special 
training class was formed at Newport in January, while the mine- 
layers were fitting out. In consequence, from first falling in with 
British destroyers, the San Francisco communicated easily, and 
British flags could be used on the first excursion. But neither the 
British system nor our own was found to suit our needs, and to 
combine British flags with American meanings made a risk of 
misinterpretation at a critical time. So the American flags were 
restored to use and the British ones discontinued, except a few 
retained by each ship for calls and other routine uses, while the 
flagship kept a full set, for communicating with the escort by the 
British code. A new system, embodying several of the British 
features, was devised, mainly by Lieut. Commander E. S. R. 
Brandt, then flag lieutenant, and was put into effect on the second 
excursion. The main feature was that the meaning of tactical 
signals — those which required immediate action, affecting' the 
ships' movements — was self-evident to anyone who knew the 
names of the flags. 

Flags and associations already familiar having been utilized, the 
signalmen quickly learned. Separation among three anchorages 
prevented signal practice by the squadron as a whole in port, 
but drills several times daily at each anchorage and on the way 
out to the mining ground enabled the new code to be used on the 
full squadron's first trip. Great interest was evident among the 
signal forces of all ships. Signals w^ere habitually hoisted only 



68 The Yankee Mining Squadron 

just long enough, as determined by experience, for the average 
vessel to repeat the hoist. Competition became keen not to be the 
cause of delay, and very soon the signaling attained an accuracy, 
rapidity, and style comparing favorably with the best performance 
of any type of vessel. Once or twice the Quinnebmtg — whose 
mast was not high — beat the flagship in getting her own signal up 
to the yardarm. Less than a minute by day, and often only 30 
seconds, would suffice between giving an order for a tactical signal 
and beginning its execution by the squadron — without a glance 
at a key book or card at either end. Most effiicient telephone ser- 
vice would hardly ecjual that. 

The Vampire soon picked up our new system, so that signals 
to her could frequently be dispensed with. Upon one of ours 
going up, the corresponding British signal on Vampire would be 
seen in a few moments. 

Accuracy of transmission and of record being very important 
where so much was done by signal, these were stimulated by daily 
comparison of the signal records of all ships. A " discrepancy " 
sheet was compiled, to show the errors and omissions of each ship 
for the previous day, and directly after each excursion, the signal 
officers would meet, to compare the signal records of the trip. 
A further check was kept by a staff officer being constantly on 
watch on board the San Francisco when at sea, taking notes upon 
incidents and errors in signals, station-keeping, and the behavior 
of ships. The Recording Angel could not have been more obser- 
vant. I would edit the rough record at the end of a watch, 
references to the pertinent instructions were entered, and a smooth 
" Discrepancy Report " was sent to all ships at the end of the 
excursion, as a reminder of their sins. 

Had the signal officers been regulars and but one system of 
signals been in use from the beginning, the high standard main- 
tained would have been commendable. The attainment of such a 
standard by inexperienced personnel, adopting a new system on 
very short notice, was highly creditable to all concerned. Espe- 
cially should there be mention of Chief Quartermaster William H. 
Kerins, of the San Francisco, and the other chiefs, whose training 
and management of their signalmen and whose own skill and 
fidelity made our quick and accurate communication possible. 



The Yankee Mining Squadron 69 



CHAPTER FOURTEEN 
The Barrier Across 

The barrage began to show results early in July, after our 
second excursion, although not yet half across. The enemy sub- 
marines changed their route then, so as to go through Fair Island 
Channel, south instead of north of the Shetlands. Thus they 
would pass west of the partial barrage, through the 60-mile wide 
passage still open. The fact of Area A having been proclaimed 
gave ample warning, and even the enemy could not complain 
of being ambushed, if he sustained damage there. Advertising a 
minefield two months in advance was certainly fair play. But 
now came the mining of Area B, which would carry the barrier 
clear across the last 45 miles of the 230-mile stretch. This was 
not published, but the enemy might have assumed that it would be 
done sooner or later. 

A joint excursion by the two squadrons was arranged, Rear 
Admiral Strauss commanding the whole, flying his flag on board 
San Francisco again. The sc|uadrons joined ofif the middle Ork- 
neys the morning of 7 September, and began the minelaying a 
few miles to the northward, starting from a buoy placed by 
H. M. S. Laburmiiii and removed by her after we had passed. As 
we were directly in the submarines' thoroughfare, special patrols 
were provided, surface and air, in Fair Island Channel and also 
well to the southward of us. The American squadron planted 
six upper level lines, the British squadron planted one similar line, 
after the completion of which it separated to the southward, re- 
turning to its base at Grangemouth, Firth of Forth. On the way, 
one of them had a collision in the fog with a destroyer of its 
escort, which later sank in consequence. 

Our squadron turned north at the end of our minefield, ran 
taut wire to Buoy No. 5, thence paralleled the minefield at five 
miles distance for observation of defective mine explosions, steer- 
ing west to the Orkneys and returning to the base on the reverse 
of the outbound courses. Fog came on soon after mining was 
finished, continuing intermittently until we made port. For this 
reason, San Francisco did not cut her taut wire at Buoy 5 but kept 



70 The Yankee Mining Squadron 

it running until the squadron slowed to take in paravanes, near 
Cromarty — 122 miles of wire run out, without a break. 

The succeeding excursion was similar, with Rear Admiral L. 
Clinton-Baker, R. N., in H. M. S. Princess Margaret, in command 
of the whole force. Rear Admiral Strauss again on board Sa7i 
Francisco. On the way out, it was not permitted to pass between 
the Orkneys and the westei'n end of the minefield planted just 
previously, but instead, the squadrons were routed NW'ly, through 
Stronsay and Westray Firths, in the Orkneys, thence E'ly through 
Fair Island Channel, and down to within five miles north of the 
other minefield. 

While standing through Stronsay Firth in a long, single column, 
the British squadron, which was in the lead, opened fire on its 
starboard quarter, its escorting destroyers gathering to drop bombs 
about a certain spot. Upon signal from the Princess Margaret, 
the starboard wing destroyers of our escort speeded ahead to 
join the attack, but the port wing destroyers remained on station, 
although the leading squadron's destroyers had left theirs. In a 
few moments, a submarine broached about 1500 yards, two points 
on San Francisco's starboard bow, heading across to port, through 
the column, between the two squadrons. Some destroyers followed 
and continued bombing. Smoke screens were laid by our escort 
{Vampire, Captain Godfrey, and 11 others of 14th Flotilla) and 
by our own ships, which thus had a good test for their smoke 
outfits. Roanoke chanced to have a steering engine disablement 
just at this moment, causing her to sheer out and shift to hand 
gear, and the Housatonic also had some steering trouble, but there 
was no mishap, and the submarine also for the time escaped. By 
good luck, an official photographer happened to be on board San 
Francisco, and he got some pictures of genuine activity. 

A delay at the morning rendezvous, the long distance round 
about, and adverse current combined to make a late mining start. 
While the mining was in progress, the bodies of two German 
sailors were passed, and a heavy explosion was observed in the 
eighth minefield, five miles distant, in a position that plotted in 
the same place a submarine would be which had been reported 
shortly before. 

Darkness shut in about an hour before planting was completed 
but it caused no suspension nor interference. At the end of the 
field, buoys were dropped as usual, and all ships together turned 



The Yankee Mining Squadron 71 

left, without signal but on orders given before dark, to the course 
north, then formed in two columns for the run home. The British 
and American squadrons had now separated and they passed back 
through Westray Firth in succession after daylight next morn- 
ing. Off Pentland Skerries a suspicious craft ahead caused 
another submarine alarm, and the escort again enveloped the 
squadron in a smoke screen, but the alarm proved false. 

This time, the 10 American vessels had planted six lines, two 
at each of the usual levels, 46 miles long, 5520 mines in all, the 
maximum of any excursion ; the 4 British vessels planted one line 
at deep level, 1300 mines, 32 miles long, making altogether 6820 
mines on the excursion, the largest single minefield ever planted — 
done in 3 hours and 50 minutes. Upon returning to the bases, 
Admiral Strauss signaled " The Commander Mine Force con- 
gratulates the squadron on this biggest and most successful ex- 
cursion." 



^2 The Yankee Mining Squadron 



CHAPTER FIFTEEN 
Finishing the Barrier 

The conference at Malta at which Rear Admiral Strauss was 
the American representative recommended extensive mine bar- 
rages in the Mediterranean, in locations where the depths of 
water were much greater than any yet mined, involving winter 
operations for us. As a first step. Captain Murfin was sent down 
to Bizerta, near Tunis, to, establish a base there, like his two in 
Scotland — though under much less favorable conditions. Con- 
siderable experimenting at home was likewise involved, to develop 
a suitable extra-deep mine and its moorings. Experienced per- 
sonnel being needed for this, orders came placing the Baltimore at 
disposition of our Naval Bureau of Ordnance for the purpose. 
Accordingly, on the tenth excursion, 26 September, she parted 
company off Scapa Flow, sailing thence two days later for home. 
In the nine other ships, 97 per cent of the mine capacity remained, 
but as an experienced vessel of regular man-of-war type, the 
Baltimore's value in the squadron had far exceeded her propor- 
tionate capacity. 

The minelaying squadrons were now doubling and trebling the 
barrage, which had been carried clear across the North Sea on the 
eighth excursion, 7 September. Hitherto we had been favored by 
good weather, but the season of frequent storms was approaching 
and already the lengthening hours of darkness made a considerable 
difference. 

Our one loss of life at sea occurred just as the Baltimore left us. 
The Saranac's port paravane was running badly and, in clearing it, 
George C. Anderson, chief boatswain's mate, stepped out on the 
davit — a sudden jerk! and he was gone. Although search was 
made, he was never seen again. He had been an energetic yet 
safe leader, never allowing another man to go overside without 
a bowline around him, but of himself had been less careful. 

An almost unbroken record of ten excursions carried through 
without breakdown or delay made such a performance now seem 
a matter of course. The artificer personnel of all ships made a 
fine showing in upkeep and in steady steaming at sea, notwith- 
standing that overhaul time was very limited. On returning to 
port, the squadron would prepare immediately for another excur- 



The Yankee Mining Squadron 73 

sion and would then wait from day to day for the escort, under 
notice too short for the extensive overhaul desirable. As the 
operation progressed, making more wear and tear, the intervals 
between excursions became shorter and bad weather frequently 
necessitated keeping steam ready, in case the anchors dragged, 
as often they did, all which reduced the repair time. Unfinished 
details of conversion, hard usage in former hands, absence of 
spare feed pumps and similar secondary dependencies, and a large 
amount of auxiliary machinery for the vessels' size, — all these 
were work-making factors. Yet, except for wear, the general 
condition of all machinery steadily improved. 

A large amount of self-repair was done, the Roanoke being 
almost wholly self-sustaining, resorting very little even to our 
own repair ship Black Hawk. The San Francisco's carpenter 
gang built an excellent emergency cabin under the bridge in about 
ID days. Then the Sliawmiit and Aroostook by themselves in- 
creased their oil fuel capacity by 50 per cent, which later enabled 
them to make the run homeward unassisted and unescorted. 

Procedure in conducting the squadron aimed at steadiness in 
steaming and steering. No unnecessary chances were taken, but 
neither was the treatment tender. The ships always worked near 
their speed limit, with only the reserve needed for tactical reasons. 
Their good performance was due to careful, intelligent foresight, 
and the rarity of even minor disablements is proof of noteworthy 
ability and fidelity on the part of the engine and fireroom per- 
sonnel. No ship was ever late, no minelaying operation ever 
interrupted, only one hot bearing occurred, only once did a ship's 
engine have to stop — for but a few minutes — in 8400 miles 
steaming. 

As for steady station-keeping, some ships, notably Canandaigiia, 
were always there — hour after hour, night and day — and the 
others were seldom out. Approaching and during the minelaying, 
they were very accurate. As one visiting officer from the fleet 
said, " You've got it on the battleships," and it was officially 
reported by Admiral Mayo that 

The minelayers, though of diverse types, maneuvered well together and 
kept station very well indeed ; they appeared to be under excellent control, 
both individually and as units, at all times. The laying operation which 
was witnessed was carried out according to plan without hitch of any kind, 
thus indicating the efficacy of the preparation, including planning, and the 
thorough understanding of the work by all concerned. 



74 The Yankee Mining Squadron 

]\Itich official interest was taken in our operation and brief 
visits to the bases and the ships were made during the summer 
by Vice Admiral Sims, Admiral Sir Rosslyn Wemyss, the British 
First Sea Lord, Vice Admiral Ommaney of the Admiralty, Rear 
Admiral Clinton-Baker, R. N., the House of Representatives' 
Naval Committee, and Assistant Secretary Franklin D. Roosevelt. 
Several of our naval officers went out on excursions, and Lieut. 
Commander DeSalis, R. N., always a welcome, enthusiastic sup- 
porter, went on several of them. They all admired the orderly, 
complete, and ample arrangements of the mine assembling bases 
and were especially complimentary about the new minelayers. 

Officers and men felt intense pride in their ships, and spared no 
efifort to keep them in regular man-of-war condition. The ten 
made a handsome squadron, and in capacity for carrying mines, 
in equipment for handling and planting them continuously, and 
general arrangement and quality, the new American minelayers 
were admittedly superior to any others. 

Their capacity and performance was the subject of much favor- 
able comment and careful study by the British Admiralty. Besides 
large mine capacity, their mine elevators were a striking feature. 
The very first thing considered in the plans had been how to get 
the lower deck mines up to the launching deck, so that a ship's 
entire load might be planted in one unbroken string. The Otis 
Elevator Company's representatives had been called in at the 
outset and, after, several alternatives had been examined, their 
standard platform type was decided upon, each elevator lifting 
two mines every 20 seconds. Six elevators in the four largest 
ships, four in two others, were in use 9 months in all kinds of 
weather at sea. Only one of the 32 elevators ever failed, and that 
one just once! 

The British minelayers had had trouble from the mine tracks 
opening and closing with the working of the ship in a seaway. 
In ours, the tracks were secured to steel crossties mounted on 
wooden bolsters, the strength and stififness of the tie, with the 
elasticity of the bolster, keeping the rails true to gauge, notwith- 
standing they were lighter rails than the British used. Special 
interest was taken also in the simple, light switches used in our 
ships' mine tracks. Some of the Admiralty officials were hard to 
convince that these switches actually worked, even when operated 
before their eyes. 



The Yankee Mining Squadron 75 

While the ships were embarking" mines and coaling for the 
twelfth excursion, Admiral H. T. Mayo, Commander-in-Chief, 
Atlantic Fleet, accompanied by Captain O. P. Jackson, his Chief 
of Stafif, Rear Admiral Strauss, and Captain N. C. Twining, Chief 
of Staff to Vice Admiral Sims, made an informal ship inspection, 
after which Rear Admiral Strauss published the following: 

8 October, 1918. 

Admiral Mayo, commander-in-chief, left the headquarters of the mine 
force yesterday evening for the south. 

He expressed himself as highly pleased with the zeal, loyal cooperation 
and efficiency of the mine force both ashore and afloat and congratulated us 
on the work we have accomplished. 

The commander of the mine force is unable to give any data as to the 
number of enemy submarines that have been destroyed as a result of our 
efforts, but it is practically certain that the toll is considerable. 

The commander-in-chief emphasized the part that the mine force is 
taking against the enemy as a distinct military offensive, thoroughly known 
and appreciated at home. 

Admiral A^ayo found things in their normal condition, with no 
preparation made for him, as some ships were coaling, others 
embarking mines. He was evidently pleased with all that he 
saw, and he remarked how fortunate it was that we had been 
training in that kind of work, in the old, small mine force, for two 
years past. 

Bad weather during some part of an excursion became now the 
rule. Coming through a narrow passage in Westray Firth one 
morning, strong tide against a strong wind made an ugly cross 
sea, knocking us down to eight knots. One destroyer broached to, 
and for a few moments lay between our columns, wallowing 
heavily, as if the next roll would surely take her under. 

Shortly afterwards, one arm of the Quinnebaug's rudder quad- 
rant broke, and the other arm bent almost to the point of fracture. 
Had it too gone, she could not have escaped wreck on the rocky 
channel side. Fortunately she was able to gain partial shelter; 
in two hours she made repairs and, taking after the rest at top 
speed, she arrived at Invergordon only 45 minutes behind them. 
As a coastwise merchant liner, she was often behind time, but in 
naval hands she developed speed to spare, frequently maintaining 
on natural draft 10 per cent more than her former best speed 
under forced draft. 

Passing mines adrift was a frequent occurrence. Occasionally 
we would have to turn out for them. If of the moored type 



76 The Yankee Mining Squadron 

originally, broken away from their anchors, they should be safe 
when drifting. But of course safety devices, like all others, not 
infrequently fail to function, especially after immersion in sea 
water. We let the mines alone, but occasionally an escort de- 
stroyer would fire a few rounds, to sink them. 

A German floating mine, upon one occasion, was sighted nearly 
ahead by the Qiiinnebaug, at a moment when her port paravane, 
running foul, had been hauled in, to clear it. Thrown overboard 
bodily, the paravane fell on its back, and fortunately righting 
itself, came in contact with the floating mine, which apparently 
had a mooring line attached to it, and towed it along with the 
ship for probably 30 seconds — when the mine detached itself and 
floated astern. While this was going on on deck, a fire broke 
out below, in the midst of the mines on the stowage deck. The 
ship's cooks, who were in the galley at work, with the greatest 
promptness seized hand fire extinguishers, climbed over between 
the mines and extinguished the flames. The Quinnebaug started 
planting within two minutes after this danger was averted. 

How such a fire would have spread in one of these ships, so 
full of woodwork, was shown on board the sister ship, Saranac, 
after our return, in January, 1919. at Hampton Roads. The very 
night after discharging her mines a fire broke out, spreading with 
such rapidity that the sleeping officers had to escape in their night 
clothes, losing all their effects, and the men in the engine room 
were barely able to attend the pumps without suffocation. 

The longest single minefield on record was the twelfth, laid on 
13 October, — first an 8^ mile stretch 5 lines wide, then 65 miles 
3 lines wide, 73^ miles in all. It was begun at 7.33 a. m. and 
finished at 2.52, over 7 hours. In the latter part, we ran closer 
than usual to the adjacent field, to keep inside the proclaimed 
barrage limits. That night, steaming at easy speed so as not to 
make the entrance to Westray Firth before daylight, radio orders 
were received from the Commander-in-Chief, Grand Fleet, about 
II o'clock, to proceed with despatch into Westray Firth. Other 
messages were intercepted, indicating that enemy vessels were out, 
and as we passed Pentland Skerries next forenoon an unusually 
large number of British destroyers and sweepers and an observa- 
tion balloon were searching that vicinity for mines and sub- 
marines. Quiet was returning, after a night of greater activity 
than for a long time. 



The Yankee ]\Iining Squadron "jy 



CHAPTER SIXTEEN 
The Thirteenth Excursion 

The thirteenth minefield was to be partly in Area A, extending 
from its southeast corner across Area C towards Udsire Island, 
ending at a point three miles short of a minefield which the Nor- 
wegians had planted around Udsire. All mines were of the upper 
level, and, as the depth varied from 70 to 150 fathoms, three kinds 
of anchors were used, which necessitated special care as to the 
order in which mines were stowed in the ships. The purpose of 
this field was to close the gap between the British and American 
minefields in Area C, and the American minefields in Area A, and 
also to increase the surface obstruction across Area C by two 
more lines of upper level mines. 

No duty could surpass this series of mining excursions for 
interest sustained to the end. The few events and noteworthy 
features so far mentioned may perhaps seem to conflict with this 
statement, but the smoothness of operation constantly striven for 
tended to eliminate interior incidents, and no mere description can 
ever impart an adequate impression of our experiences. Keen 
anticipation, attention ever alert, and a sense of adventure were 
fresh on each occasion. There was sameness enough in the 
occupations while in port — coaling, cleaning, embarking mines, 
and liberty in small towns, but life underway meant something 
doing all the time which every one felt worth while. Until back 
at the buoy again, inward bound, it was all activity, the hours 
often crowded, the whole period sleepless for those in command, 
never dull for any one. Only as the anchors went down and the 
tension relaxed could one realize how fast we were living. To 
quote a Saranac poet — 

" They gave us a job we had to do, 
A Httle bit risky — yes — that's true ; 
A good deal Hke work, both night and day 
But a darn good game for a man to play." 



78 The Yankee Mining Squadron 

From the earliest discussion of the Northern Barrage project, 
one of its probable developments was, by general acceptance, to 
draw out the German fleet, and that ever present possibility gave 
an added spice to the work. Someone characterized our opera- 
tions as " An important military offensive with a front seat at 
the second battle of Jutland," and at the time of the thirteenth 
excursion it seemed as if the mine squadron might indeed be the 
bait. Due to the prospect of the German fleet coming out, the 
squadron was ready a full week before Admiral Beatty could spare 
a destroyer escort for us. 

The San Francisco and six other planters made this excursion, 
the Roanoke and Canandaigua being omitted. They had been 
docking at Newcastle-on-Tyne when the mine embarking was 
done, and although they returned in time to have joined without 
altering the loading of the other ships, other considerations, 
external to our Force, determined that they should not go. With 
Vampire, Captain Godfrey, as escort leader for the tenth time, 
departure was made from Cromarty buoy at 1.30 p. m., Thursday, 
24 October. An earlier departure had been first ordered, but a 
message from the Grand Fleet held us back a few hours. 

A storm warning was out as we sailed, and that night the storm 
overtook us, continuing with varying intensity all the next day 
and night. Friday forenoon, H. M. S. Primrose pointed out and 
verified Buoy No. 3, and a lull in the storm gave hope that the 
mining might be carried out that day ; but the wind freshened 
again before the starting point was reached. The ships rolled 
deeply with their heavy loads, from 27 to 32 degrees each way, 
but suffered no damage, and the mine installations stood the 
severe test very well. Through Friday night the squadron cruised 
back and forth 15 miles either side of the buoy, as far as adja- 
cent minefields would permit. We could not afford to go far 
away from the buoy, as the time within which we must complete 
the task was limited and was now scant. After the first turn 
about, the destroyers disappeared in the darkness, and it was a 
relief to feel that at least they were clear of possible collision. 
We needed no screen in such weather and could dispense with 
them for the night. In the morning they were back again, the 
weather moderated, Vampire pointed out the buoy, and we coutd 
proceed. 



The Yankee Mining Squadron 79 

Mining began at 1.27 p. m. and continued according to schedule 
until two hours after sunset. The sea and swell had died out so 
quickly that conditions were very good for mining. All went 
smoothly ; 3760 mines were planted, the last 37 miles being over 
water up to 150 fathoms deep. As the first four vessels completed 
their strings, they were ordered to cross ahead of the remaining 
planting vessels and take station on the southern wing, off San 
Francisco's starboard quarter, where they would be clear of the 
British minefield which lay just to the north of us. Three destroy- 
ers with high-speed minesweeps out preceded the line of planting 
vessels until an hour after dark, 5.30 p. m. They then joined the 
other destroyers to starboard and southward of us. In darkness, 
and in silence except for the mine detonations astern from time to 
time, the San Francisco, Canonicus, and Honsatonic, in line 
abreast, stood on a half-hour longer, to the end of the mining 
track, with no vessels to sweep or to screen ahead as we drew 
near the coast. The coastal mountains of Norway and a search- 
light playing on the clouds were sighted at considerable distance, 
but not distinctly enough at any time to make an identified bearing. 
Udsire Island was dimly sighted in the direction expected, but it 
was too dark to obtain a definite fix, as its light was not burning. 
On our left was a field of British mines, eight miles away by the 
chart, but of uncertain distance in fact, since storms and the 
coastal current might have moved some of the mines in the ten 
weeks since they were planted, or broken some adrift. The ships 
kept on to within three miles, by the chart, of the Norwegian mine- 
field ahead — presumably in place and the mines presumably safe 
if broken adrift. One lacks, however, the same confidence in 
other people's mines and minefields as in one's own, and more 
than the usual relief was felt when our schedule was finished. 

Then, promptly, all ships and destroyers turned right 90 degrees, 
again turning right, five minutes later, 70 degrees more, to course 
W. by S. The squadron then formed in two columns and, when 
seven miles clear of the minefield, ran parallel to it on the reverse 
of the mining course, for observation. A curious effect was 
experienced here, the first occasion where we were heading 
generally toward a freshly laid field, instead of directly away. 
The vessel's movement through the water towards the mines 
enhanced the sharpness of shock from the exploding defective 
ones — to such an extent that both officers and men came on the 
6 



8o The Yankee Mining Squadron 

bridge in real concern, reporting that we must have struck 
something. 

It was noteworthy during this thirteenth excursion that 
the management of the ships, always good before, continued 
so, in spite of the heavy weather. About 9.00 p. m. following a 
hard squall which came in the midst of a turn, causing the ships 
to get considerably out of station, three successive 90-degree turns 
were made and the squadron was then formed, upon signal, in a 
new order, for more convenience during the rest of the night. All 
was done in good time, yet without any vessels coming uncom- 
fortably near in the course of it. Next day, the last two hours of 
mining were after sunset, but no lights were shown nor tactical 
signal made. All maneuvers at the finish were made at prescribed 
clock times, in obedience to signals sent before dark. 

The supporting force sighted us about 1.55 p.m. Friday, 12 
miles off, then stood to the westward. About 9.30 a. m. Saturday 
a light cruiser of the support communicated and at 2.00 p. m. the 
whole support was sighted again, to the southward, consisting of 
the second battle cruiser squadron, the fifth battle squadron, and 
the seventh light cruiser squadron. Vice Adniiral Pakenham, in 
H. M. S. Lion, commanding the Battle Cruiser Force, was in com- 
mand of the whole. This excursion took our squadron farther 
afield than it had been since June. After the third excursion, all 
our planting had been done behind a barrier of our own making 
or else close to British waters, but on this occasion we were on 
the exposed side of the whole barrage. 

Late Sunday night, 27 October, the squadron returned to port, 
and by the following Wednesday, 30 October, all nine ships were 
again loaded, and there they waited, for 12 days of vile 
weather, ready for another excursion. The one planned would 
have completed the fourth system, extending northeasterly from 
the end of the twelfth minefield. But no more mining was neces- 
sary, and upon the signing of the armistice, the mines on the 
launching decks were disembarked from the ships, to give more 
space for the crews. Preparations were then taken up for return- 
ing to the United States. 

Of six months in European waters to the date of the armistice, 
on 33 days the squadron or some of its ships were under- 
way, steaming in the North Sea more than 8400 miles. So far as 
readiness of the squadron was concerned, the excursions could 



The Yankee Mining Squadron 8i 

have been made with greater rapidity — never was an excursion 
delayed on account of a ship's not being prepared. During the 
five months of minelaying activity, the intervals between excur- 
sions averaged lo days. The time actually consumed in embark- 
ing mines, coaling, and routine overhaul came to less than four 
days, so that four excursions a month could have been made, but 
for the delays incident to manufacture and to considerations 
external to our Force. 



82 The Yankee Mining Squadron 



CHAPTER SEVENTEEN 
Results 

Altogether there were 13 regular excursions and two 
special ones by the American squadron, and 1 1 by the British 
squadron. In all, 70,117 mines were planted, of which 56,571, or 
four-fifths, were American. In its 230 miles length, the barrage 
varied in width from 15 to 35 miles, so that a submarine could not 
attempt a crossing without being in danger for from one to three 
hours, or twice as long, if running submerged. The obstruction 
extended to a depth of 240 feet, except over the eastern section 
of 50 miles length, where the deepest mines were submerged 125 
feet. 

In small fields, of a few score or hundreds of mines, laid piece- 
meal by fixed marks, the mines in adjacent lines are usually 
" staggered," so as to halve and block the opposite intervals, but 
in an open-sea minefield of immense area, far beyond sight of any 
marks and laid at 12 knots speed or faster, no such nicety is pos- 
sible or necessary. The great Northern Barrage opposed from 6 to 
10 lines of mines to a submarine on the surface and three to four 
lines more at whatever depth the submarine might think he could 
safely pass. Absolute impassability never was attained nor 
expected. At the thickest part a submarine had one chance in ten 
of getting through. The explosion of defective mines had left 
some thin spots — but who could tell where? Such a minefield is 
not so much like a Chinese wall as it is like a stretch of rough, 
treacherous country, whose crossing would always be a desperate 
venture. 

Submarines are known to have crossed the barrier, but they all 
feared it, and as early as 8 July, 1918, some experienced its deadly 
effect. From the very circumstances of the barrier's great extent 
and the absence of observers, the full toll, in damage as well as 
destruction, may never be known. The official statistics of lost 
German submarines, compiled March i, 1919, credit the North- 
ern Barrage with the destruction of four submarines certainly, 
two more probably, and possibly still two more. An equal number 
were severely damaged, though not destroyed, and it is considered 
probable by the British Admiralty that the loss of five other sub- 



The Yankee AIining Squadron 83 

marines, the cause of which cannot be definitely proven, is ac- 
counted for by the Northern Barrage. Thus by reliable records, the 
toll was 17. Indications during the sweeping- up of the barrage 
tend to confirm this. Besides these, to the squadron's credit, 
should be added the two submarines reported lost in the North 
Irish Channel, in the field which consisted of British mines laid 
by our Baltimore. 

The summary of Activities of U. S. Naval Forces in European 
Waters, issued by Admiral Sims, says further: 

There is no doubt that this barrage had a considerable moral effect on 
the German naval crews, for it is known that several submarines hesitated 
some time before crossing. Also, reports from German sources are that the 
barrage caused no small amount of panic in some of the submarine flotillas. 

It is also probable that the barrage played a part in preventing raids on 
Allied commerce by fast enemy cruisers. 

In thus deterring a sally by enemy cruisers, the barrage aided 
the mission of the American Battleship Division Six, under Rear 
Admiral T. S. Rodgers, U. S. N., flagship Utah, which was sent 
over to guard the convoys and was based on Berehaven, Ireland. 

One officially reported statement of a German submarine cap- 
tain said that three submarines, including his own, had been 
damaged by the barrage but all had reached port. The injury in 
his case prevented his diving. Other accounts, in the press and 
from individuals, give some indication of the moral efifect pro- 
duced by this great mine-field, reaching to the German Army and 
also among civilians. 

It would be interesting to know what proportion of the sub- 
marines that passed the line of the barrier were harmed by it, 
but the effect upon the enemy went far beyond such tangible 
injuries. Every successive case of being damaged yet escaping 
destruction wotild increase the moral efifect, and magnify the num- 
ber of losses that would be attributed to the barrage, as other 
submarines failed to return. Official summaries rate depth 
charges first, mines next, in importance among the five most 
effective measures against submarines. 

A mark of royal approval was indirectly conferred upon the 
Mine Force undertaking after only one excursion, in the bestowal 
upon Rear Admiral Strauss of the honor Knight Commander of 
St. Michael and St. George, and our operations received mention 
later by the First Sea Lord of the British Admiralty in his reply 



84 The Yankee Mining Squadron 

to the congratulatory message of Admiral Sims upon the con- 
clusion of the armistice : 

We recognize with a feeling of gratitude the debt we owe to the United 
States Navy for its wholehearted support during the past i8 months, 
not only in the submarine campaign and extensive minelaying programme, 
but also in sending the Atlantic squadron to reinforce the Grand Fleet . . . 

During the four months intervening, the press made occasional 
brief reference to the effectiveness of the North Sea barrier but, 
compared to other operations, ours received scant mention. A 
veil of general silence was deemed necessary for our doings, and 
the policy of concealing the destruction of submarines stood in 
the way of even telling our men the few authentic reports we did 
receive of damage to the enemy from our own work. 

One account, widely copied in the British and home press, 
described the barrier, which we had begun and were still at work 
upon, as already a fact and a British accomplishment ! And when, 
in October, the story was released in America, the accounts which 
reached us dwelt mainly upon the parts of the work done on 
shore. As the Secretary of the Navy put it, the minelaying was 
done with " no glamour nor romance nor appreciation." 

It was not in the character of our officers and men, however, 
to feel discontent. Thoroughly interested in their work and con- 
vinced of its importance, they were satisfied to have it progressing 
well, and to wait for their part to receive its due. 

Admiral Sims expressed his recognition shortly before we 
sailed from Portland, England, for home. All the commanding 
officers, many other officers, and 25 men from each mine- 
layer were assembled on board the San Francisco, and when the 
admiral came on board, his flag was broken at the main truck. 
After brief mention of the large numbers and the many activities 
of our naval forces in European waters, he said that the Mine 
Force — 

had done a stunt the like of which had not been done in the world before. 
After we came into the war we designed a mine, built it, equipped the 
minelayers, sent them over to this side and planted more mines in less 
space of time than any nation in the world ever thought of doing before. 
As to the efficiency of the mine barrier, that is something that has not con- 
cerned you so particularly as those who designed it; but fitting out the 
vessels, learning to handle the mines, planting them, and going through the 
strenuous work has been really one of the finest accomplishments of the 

navy on this side as a nautical feat, a piece of seamanship, it has 

been perfectly successful. 



The Yankee Mining Squadron 85 

Another thing particularly gratifying is that the conduct of the men of 
the Mine Force at their bases and at sea has been exemplary. I think one 
thing that has impressed itself on this side more than any other is the con- 
duct of our men. They were inclined to regard us, when we first came over 
here, as men out of the wilds of America. I think they rather wanted to 
strengthen their police force when we came around. They found out it was 
not necessary. Not only have you created a good impression by your 
conduct as far as seamanship is concerned, but you have created a splendid 
impression socially. We hear it on all sides 

I wish you a Merry Christmas and a Happy New Year ; and when you 
get back there you can tell them all about it. You need not feel that you 
have to tell them you did the whole thing. Just tell them a straight story 
and you may be more than satisfied with that 

The Secretary of the Navy's annual report characterizes the 
Northern Barrage as " the outstanding anti-submarine offensive 
project of the year," and elsewhere he wrote of it as " a truly 
wonderful work," the story of it " one of the thrilling contribu- 
tions of what the navy men did in the war." 

Admiral Benson, Chief of Naval Operations, our highest pro- 
fessional authority, considered the achievement of the Mine Force 

one of the most successful efforts of the whole war by any of the forces 
engaged. Not only has the North Sea barrage had a deterring effect neces- 
sarily on the enemy, but it has convinced the European nations that there 
is no task which the United States once undertakes to perform that they 
cannot and will not successfully carry through. I believe that the moral 
effect alone of the North Sea barrage, not only on the enemy, but on our 
friends, to say nothing of the excellent training to our own personnel, will 
be worth more to the country than all the money and time spent upon it. 

Actual serious damage to submarines, in amount comparing 
well with that done by patrol and escort vessels in thrice the 
period of time, panic among submarine flotillas, probable 
deterrence of cruiser raids, and considerable moral eft"ect at home 
and abroad — these results were well worth while. And is it not 
more than probable that the barrage weighed heavily towards the 
German collapse ? Imperfect though it was — expected to be so in 
its first consideration — still, there it stood, a deadly menace 
already, which could and would become more and more eft'ective, 
the more the submarine campaign was persisted in. That cam- 
paign could not hope to survive it. 



86 The Yankee Mining Squadron 



CHAPTER EIGHTEEN 

General Living Conditions 

No account of the mining excursions would be complete without 
some description of the conditions in which the ships' companies 
worked. The accommodations on board were sufficient for their 
officers and, when clear of mines and the weather such as to 
permit hatches and air ports to be open, the crew's quarters were 
roomy and comfortable. Upon embarking mines, however, the 
crew spaces in all ships except Shawmut and Aroostook became 
very cramped, and as the season advanced, mines were on board 
during a greater part of the time, while rainy weather became 
more frequent, thus making more discomfort on board with less 
diversion on shore. The simplest movement below decks was 
interfered with by the mines ; moreover, their presence forbade 
moving pictures on board, restricted smoking, and limited the 
" happy hours " and similar forms of diversion, so common in our 
navy and so particularly desirable in our circumstances. 

After the third excursion it became the rule to embark the 
mines as soon as possible after returning to base. For the one 
night following a planting, the ships' decks would be clear for 
hammocks, and all the watch below might then swing on their 
billets. Occasionally there would be one more night before the 
mines would be in the way again, but generally most of the ships 
would begin to take coal or mines on the day following their 
return to port. Thus the period of rest allowed, after the physical 
exertion and the tension of a mining excursion, was brief. 

Ventilation was always poor at sea, especially in the Roanoke 
and Quinnebaug classes. The intended ventilation systems had 
not been completed, no ship having more than 60 per cent of the 
designed supply of air and some less than 40 per cent. On the 
lower mine decks, with steam on the elevator pumps and mine 
winches, and considerable numbers of men in the track crews, 
the air became very close, foul, and hot. As the weather grew 
bad, causing seasickness below, the condition of the lower decks 
and the air may be imagined, making an extensive cleaning and 
airing out imperative immediately on reaching port. 



The Yankee Mining Squadron 87 

All the ships' crews numbered considerably more than originally 
intended, because extra men were found to be needed and still 
others were taken, in training for the general naval supply. Not- 
withstanding the crowding and other unfavorable conditions, 
partial inspections in the course of the summer and thorough 
inspections at the close showed that in upkeep and cleanliness — as 
well as in mining, steaming, signaling, tactical handling, boating, 
messing, and discipline — the state of affairs in all departments 
was highly creditable to any type of ship. 

The crowded conditions on board, the lack of deck space, and 
the tense and arduous character of the men's normal work, made 
diversion on shore more than ordinarily necessary. Thanks to 
the energy and tact of Commander Canaga and the squadron 
athletic officer, Lieut. Commander Hewlett, and to the co-opera- 
tion of the ships' athletic officers, interest in athletics was well 
sustained, a series of well-played baseball games giving entertain- 
ment to the townspeople as well as the men, and doing much to 
promote friendly relations, as described in an earlier chapter. 
And thanks are due in large measure to the local residents for 
their hospitality extended to both officers and men. The opening 
of the Northern Meetings' building, well equipped, by the Amer- 
ican Y. M. C. A., and a large reception by Captain and Mrs. 
Rowley at Inverness, and a similar initiative by Rear Admiral and 
Mrs. Pears at Invergordon, gave such things a good start, which 
carried on throughout our stay. 

Inverness being headquarters for the relief of prisoners of war 
in Germany belonging to the Cameron Highlanders, and Inver- 
gordon for the Seaforth Highlanders, our people attended the 
fairs and sports in considerable numbers, bringing in new life and 
spirit, as well as swelling the receipts. The bands from our two 
bases and from the Saji Francisco were in constant demand 
through all the neighboring country, and exhibition games of 
baseball made another drawing feature. After the Black Isle 
fete, at the ancient little town of Fortrose, the manager wrote 
that the San Francisco's band had brought in £27 from the sale 
of programs alone, and the whole intake was more than double 
the previous year's. 

For the Cameron Highlanders' sports, the Countess of Elgin 
organized a toy-making competition, ofifering souvenir prizes. 
Our men entered into the idea with more interest than expected. 



88 The Yankee Mining Squadron 

producing many articles of real value, none that did not bring a 
good price, and helping materially to make the toy stall a great 
success. Before sailing for home, the men afloat and ashore com- 
bined in presenting a fund exceeding $500 to equip a new school 
playground for the Inverness boys and girls. 

When the summer had passed and darkness came on early, 
dances became frequent, the Scottish lassies quickly learning the 
American steps. The erstwhile quiet little Queensgate hotel did 
a rushing business, its ball room being taken, by sailors or officers, 
six nights in the week. And the men of Base 18, together with 
amateur talent of Inverness, staged a show, of which Admiral 
Sims, who saw it in London, said : 

I saw your show, the second part of it, in London the other day. It had 
anything of its kind I have seen skinned to death. There isn't another one 
that holds a candle to it. It is particularly gratifying that the show in- 
cluded a number of the young girls of Inverness. The show was clean and 
refined and splendid in every way. It was a pleasure to go behind the 
curtain and thank them and to kiss that wee bit of a girl who used to do the 
dance. 

These diversions kept the men in good spirits and up to the mark 
in their work. They were the more useful because of our com- 
parative isolation and concealment. The best was made of 
whatever came, with unabated zeal, steady improvement, and 
cheerfulness always. Despite the high prices of clothing and the 
excessive wear and tear on uniforms from the mines, the crews 
kept themselves, as well as their ships, in creditable appearance. 
Their discipline was excellent, their behavior on shore on all 
occasions repeatedly evoking favorable comment, both official and 
private, and their fine spirit showed also in a handsome subscrip- 
tion to the Liberty Loans, the squadron taking of the fourth loan 
five dollars for each mine in their fields. As a visiting naval 
officer reported : 

The whole Mine Force is short on criticism and complaints, but long on 
work and results, and the navy should be intensely proud of them. 



The Yankee Mining Squadron 89 



CHAPTER NINETEEN 
Farewell to the Highlands 

The squadron's task was not finished with the signing of the 
armistice, for some of the unused mines had to be carried back. 
Two weeks passed before orders came for home — all kinds of 
rumors were rife meanwhile, and the wait was the more trying 
because of the influenza cjuarantine against amusement resorts. 
This had its benefit, in that the Mine Force escaped the epidemic 
almost entirely, but with the season too far advanced and rainy 
for athletics and the Y. M. C. A. closed, the quarantine bore hard 
on the men afloat. 

So long as the mines were on board, no relaxation of discipline 
could be permitted, and in order to keep the men well occupied, 
infantry and rifle practice were added to the ship drills, and formal 
inspections of ships were begun. The prospect of these mspec- 
tions always keys things up. All ships did well, but the last one 
inspected, Roanoke, Captain Stearns, surpassed all expectation, 
being a model — judged by the highest standard — of efficient 
organization, training, and administration, pervaded by a uni- 
formly high and loyal spirit. 

One great test was to rig for getting the mines out in case of 
fire — though a forlorn hope at best, since 15 minutes (the time 
in which the mines would explode when exposed to fire) would 
scarcely suffice to begin discharging. The promise of Commander 
Beck, Roanoke's executive officer, to be ready in 10 minutes was 
received by his colleagues with derision. When the test came, he 
stood quietly by, letting his men work without coaching. A flicker 
of patient resignation came over his face as he saw that some 
zealot had disabled one of the winches to be used by putting oil on 
the friction-clutch, because " it looked like bright work." But in 
spite of the consequent delay, all was ready in only six minutes. 
" I thought I was some little executive myself," said one colleague, 
" but Fve got nothing more to say." 

Fortunately the quarantine was raised in time for full enjoy- 
ment of our last week in the Highlands. Our friends omitted 
nothing in hospitality and goodwill. Entertaining on board had 



90 The Yankee Mining Squadron 

been an extreme rarity during the niinelaying, but now it could 
be permitted, and the squadron had the honor of a visit from The 
Mackintosh of Mackintosh, chief of Clan Chattan, colonel of 
the Cameron Highlanders, lord lieutenant of Tnvernesshire, who 
had been most hospitable to us. All the captains were assembled 
on board the San Francisco to receive him and afterwards to 
lunch with him. He inspected the crew and ship with Captain 
Butler, his first visit to an American man-of-war since 1870 in 
Gibraltar, on board the old Kcarsarge. Chancing to ask a man's 
name, the reply " Scott, sir," made everything after that go 
smoothly. 

On our national Thanksgiving Day, Rear Admiral Clinton- 
Baker sent a message to Rear Admiral Strauss, which, with the 
latter's reply, expressed cordial satisfaction in working together 
and in the mutual regard and respect sprung up, which would 
help to bring the two great navies into still closer union. A 
theater party and reception at Invergordon and a formal dinner 
and ball at Inverness were given that day by British naval officers. 
The ball was held in the " Northern Meeting " rooms, the annual 
assembly place of all the Highland nobility and gentry. This was 
the first dance there since the war began, and it was a most enjoy- 
able affair, picturesque with dress kilts and lively with the 
Highland fling. Next day the enlisted men were given a ball in 
the same place, which usually held 700, but on this occasion 1400. 
Next morning my orderly. Rose, could not wait for me to appear 
but woke me up to hear, " Commodore, the British treated us 
line!" 

On Saturday, the American officers gave a return ball, which 
was as well attended as we could desire, and so, at midnight, fes- 
tivities ended. 

Our sailing being set for Sunday midnight, there could be no 
gatherings at the actual departure, but just before noon Captain 
Rowley came out to the San Francisco with Mrs. Rowley and a 
small party, to say goodbye, and at Invergordon Rear Admiral 
Pears went on board the Roanoke, to use her radio telephone for 
his parting message to me. From late that afternoon until mid- 
night the flagship's signal bridge had no respite, farewell messages 
and replies continuing until we were clear of the harbor. All were 
the same tenor — appreciation of the work accomplished, " pleasant 
and friendly memory, goodbye and God speed." The recollections 



The Yankee jMining Squadron 91 

taken away of beautiful country and kindly people could only 
make us wish to revisit them. 

Among the last signals exchanged with the shore were : 

To : Commander Mine Squadron One : 

The Commander Mine Force wishes to thank the officers and the men 
of the Mine Squadron for their efficient work and loyal cooperation and 
wishes them a happy return to the United States. 

To : Commander Mine Force : 

The Squadron Commander in behalf of the captains, officers, and men 
of Mine Squadron One returns sincere acknowledgment for the Com- 
mander Mine Force. Signal of thanks and good wishes. The Squadron 
is deeply gratified to receive his approbation for its part in his unprece- 
dented undertaking so successfully accomplished. 



92 The Yankee Mining Squadron 



CHAPTER TWENTY 
ScAPA Flow 

The Mine Force was not represented at the surrender of the 
German fleet, but on our way to Portland, where leave was to be 
given before sailing for home, we passed through Scapa Flow to 
see the surrendered ships. 

As our long, single column approached the British squadrons 
lying at anchor, on guard, a signal invited us to steer between their 
lines, and as we wound in between the battleships and battle 
cruisers, their crews were assembled on deck — very striking in 
solidity of mass and evenness of rank and file. They cheered each 
passing minelayer, our crews running from side to side to make 
response, the bands playing the national airs, and signals being 
exchanged. 

To : Admiral First Battle Squadron. 
From : Commander Mine Squadron One. 

Captain Belknap presents his compliments and regrets that his movement 
orders do not permit paying his respects in person to Admiral Madden. 
The U. S. Mine Squadron sends congratulations upon the great success 
that has brought about this unprecedented spectacle. 0919. 

From : Admiral Madden. 
To : Captain Belknap. 

Thank j^ou for your 0919. T wish the Mining Squadron speedy return 
home and have much regret in parting with such a splendid force. 

Then silence was ordered, as we neared the Germans' anchor- 
age. First came the destroyers, to the left, moored in pairs with 
a few British destroyers at their head, and then, on the west side 
of Cava Island, the large ships came into view. Many signs of 
their downfallen state were evident, and the sight was to me the 
more impressive from having seen that fleet in its ascendancy. 
Now, in some ships scarcely a man was to be seen, on others the 
rails were crowded, officers and men mingling together, to gaze 
on their untouched bait. 

In quiet procession we had nearly passed them all, when the 
British trawlers on the opposite side, holding the net across Hoy 
Sound — had been holding it in fair weather and foul, for three 
long years — seeing our flag and knowing what our work had 



The Yankee Mining Squadron 93 

been, broke out in long and loud blasts of tlieir whistles — 
having crews too small for an audible cheer. The San 
Francisco responded with the usual three whistle blasts, which 
the ships following repeated in succession, but one of them blew 
her siren instead, and that started them all again. For a few 
moments there was a fearful din, and how this must have struck 
the British ships, on the other side of Cava, was indicated by the 
next signals exchanged soon afterwards: 

From : Captain Belknap. 
To : Admiral Madden. 

Many thanks for your kind message. The Mine Squadron has much 
enjoyed its duty with the Grand Fleet and is much honored by the asso- 
ciation. 

From : Admiral Madden. 
To : Captain Belknap. 

Reply. — Thank you. For your hilarious Mining Squadron, a speedy trip 
home and have much regret in parting with such a brave bunch. 

Clearing the island, we passed H. M. S. Lion, flagship of Vice 
Admiral Pakenham, who had commanded the support on our last 
excursion. The Lion was steaming back and forth across the way 
out, like a sentry on his beat, a ready check on any German ship 
that might attempt escape. 

Replying to my greeting, the Lion flashed from Vice Admiral 
Pakenham : 

I greatly regret that only a farewell signal is possible. You take with 
you not only my personal regards, but the gratitude and admiration of the 
Battle Cruiser Force and united wishes for a happy return to your country. 

As the squadron passed out of the harbor, the garrisons at the 
entrance turned out and cheered and one of the seaplanes that had 
patrolled for submarines while the squadron was planting on 
some of its excursions sailed over and around the San Francisco, 
each time nearer, until he swooped by with a roar and a wave of 
the hand, so near that his wing tip passed not 20 feet from the 
bridge. 

Three months afterwards came a letter from Vice Admiral 
Sir William C. Pakenham : 

I trust old friends on your side have enjoyed return to their own coun- 
try, but we miss them much over here. When your Force steamed through 
Scapa, I thought Providence as well as skill must have been on your side 
to enable you to pass through a period of such dangerous service, and yet 
to take all home. 



94 The Yankee Mining Squadron 



CHAPTER TWENTY-ONE 
Home 

Until departure from Scotland, the squadron had been almost 
free from the influenza epidemic prevailing elsewhere so seriously, 
but during the ten-day stay at Portland some cases appeared 
among men returning from leave. Among 427 persons on board 
the San Francisco, there w^ere 113 cases before the disease was 
finally checked. Enough ofificers and leading men escaped, how- 
ever, to warrant sailing for home with only one day's delay, but 
leaving 40 men in Portland hospital. A few mild cases developed 
on board the other ships, fortunately with no serious outcome. 

On Saturday, 14 December, the Shawmut and Aroostook sailed 
for the Azores, en route for Bermuda and Hampton Roads, their 
limited fuel radius making these stops necessary. The rest of the 
squadron followed on Tuesday, 17 December, taking the direct 
route. The rule of no homeward-bound pennants for less than 
two years' absence being relaxed on account of exceptional con- 
ditions, all ships on leaving Portland flew long streamers — one 
so long and large from the Roanoke, a steam winch was needed 
to hoist it. 

Immediately encountering bad weather, for three days less 
than half the desired progress was made, and the San Francisco 
had a serious breakdown of her steering gear. Several men were 
injured while steering by hand, which had to be discontinued, 
because the sea drove so heavily on the rudder. The ship was then 
steered by the screws alone for four days until temporary repairs 
could be made. Upon the weather clearing, it was decided to 
divide the squadron, allowing Roanoke, Canandaigua, Housatonic, 
and Quinnebaug to continue the direct run, which their remaining 
coal and daily consumption warranted doing, while the San Fran- 
cisco, Canonicns, and Saranac, with shorter fuel supply and larger 
consumption, proceeded by the Azores. 

Like other forces coming home, we wished to come into New 
York, for a touch of the limelight after being so long in obscurity, 
and because the location was central for letting the men go home. 
With mines on board, we could not expect a welcome anywhere. 



The Yankee Mining Squadron 95 

and at New York bare permission was doubtful — especially so 
soon after the Perth Amboy explosions. With no prospect of 
being invited there, we sailed with destination announced as New 
York as the one possible chance of getting- there, but orders soon 
came to steer for Hampton Roads instead. 

Near mid-passage on Christmas night, after dinner, a British 
collier collided with the Roanoke, opening a good-sized hole in her 
port side forward. Supports of the bridge being knocked away, 
its end sloped down, making it seem at first that the ship was 
rapidly settling. Steam from a broken pipe came forth in volumes, 
to which the red glow of the port sidelight lent the appearance of 
smoke and flames. Collision and fire, with 500 mines on board, 
far at sea in cold, misty weather, would have been indeed serious. 
It needed just that to round out our experiences, but fortune was 
with us, and the situation was promptly brought under control. 

The Qitinnebaitg saw the collier safe into Halifax, and then 
overtook the other three, all four minelayers arriving at Hampton 
Roads without further incident on 30 December. The Shaianinit 
and Aroostook had already come in on the 27th. The rest, pur- 
sued by bad weather 10 days out of 16, both Christmas and New 
Year spent at sea, and feeling our way into port through fog, the 
San Francisco and the two with her arrived early January 3, 19 19, 
making the squadron once more complete, except for the Balti- 
more, still absent on experimenting duty. 

In due course, the last mine was safely discharged from our 
ships, making a clear record of over 60,000 mines handled without 
mishap. And yet we were not to disperse without one more ex- 
perience — a serious fire. The very night after the Saranac had 
landed her mines, a fire broke out in the wardroom, spreading so 
rapidly that, until outside help came, it seemed impossible to pre- 
vent her being completely gutted. Only great exertions saved 
her and the incident showed that our strict guard against fire had 
been no idle precaution. 



96 The Yankee Mining Squadron 



CHAPTER TWENTY-TWO 
The Mine Sweepers 

With the removal of the mines in peace, the sweepers came into 
prominence, which gives occasion to mention an inconspicuous 
part of the Mine Force work, too easily overlooked. There were 
four large seagoing tugs in the mine squadron, Patuxent, Lieu- 
tenant J. B. Hupp ; Patapsco, Lieutenant W. E. Benson ; Sonoma, 
Lieutenant J. S. Thayer ; and Ontario, Lieutenant E. J. Delavy. 
These, as fleet tenders had towed targets, carried passengers, mail, 
stores, and the like. All this continued after they were assigned 
to the original Mine Force, yet, by a more systematic apportion- 
ment of their former duties, time was gained for training in 
mining and sweeping, enough to arouse a keen interest and foster 
the Mine Force spirit. In the fleet's tactical and strategical exer- 
cises the tugs took part, and upon our entering the war, the anti- 
submarine net tasks and the experimenting that were assigned to 
the Mine Force were possible of accomplishment only by the use 
of these tugs, together with our mine carrier vessel, the Lebanon, 
Lieutenant H. N. Huxford. In seaworthiness, power, and equip- 
ment, these vessels had what was needed, but their chief value lay 
in the resourcefulness and energy of their personnel. Lieutenant 
E. S. R. Brandt, U. S. N., was their division leader, commanding 
the Sonoma, during their first i8 months in the Mine Force. 

Night and day, they were always ready, and it seemed as if their 
power and seaworthiness would take them anywhere. Well 
equipped for salvaging, they played an important part in saving 
the U. S. S. Olympia and afterwards the Texas, when they 
grounded, in 1917. Often they had long hours of hard duty, but 
could always be counted on. Service in them gave excellent ex- 
perience for both officers and men, and many were the capable 
petty officers turned out. The question "Can you do it?" was 
never asked, nor " Are you ready ? " It was necessary only to 
say go and do, and whether foggy or clear, the tug that was sent 
would nose her way through somehow. 

These tugs were not properly equipped for mine sweeping, 
lacking the special type of winch needed for that purpose, but 



The Yankee Mining Squadron 97 

their 18 months' experience with improvised arrangements yielded 
information of great value for the new design of a combined sea- 
going tug and mine-sweeper type, of the Bird Class, contracted 
for during the summer of 191 7. By the original plan for the 
Northern Mine Barrage, the first 12 to be completed of these new 
sweeping vessels were assigned to the mine squadron, and con- 
tinued efforts were made to expedite their completion, but without 
success so far as concerned their joining the mine scjuadron. 

Meantime, in the experiments and tests of the mine, in training 
the new personnel, and in every kind of transportation and other 
assistance to the new minelayers during the month preparatory 
to sailing, the four original tugs were invaluable. The new 
sweepers not being ready, the original four were fitted out to take 
part in the work abroad. When the mine squadron left Hampton 
Roads late in April, 1918, the Patuxtent and Patapsco were tem- 
porarily detached, to proceed by way of Bermuda, the Azores, and 
Brest, escorting a convoy of submarine chasers across. Rear 
Admiral Wilson, U. S. N., commended them for being the first to 
deliver such a convoy intact. They finally arrived at Inverness 
24 June, 1 9 18, where they were used to inspect and observe mine- 
fields, to communicate between the detachments of minelayers at 
the two bases, and to train men. 

The larger pair, Sonoma and Ontario, were retained with the 
minelayers until their final sailing for abroad. The Sonoma, 
Lieutenant J. S. Trayer, accompanied the squadron on its trip 
across, making a notable passage for a vessel of her size. Always 
ready for any duty, up to station, and able to steam at maximum 
speed at the end of a 3000-mile run, she earned commendation for 
her captain and her engineer officer, Lieutenant L. W. Knight, 
U. S. N. 

With the Ontario, which accompanied a convoy of submarine 
chasers across, the Sonoma, after a brief stay in Scotland, went to 
Queenstown, where the need for that type was greater than with 
the Mine Force. In this assignment their rescue of submarine 
victims was a continuation in greater degree of similar pre-war 
assistance, in home and Cuban ports, off Hatteras and Cape Maysi, 
rendered to vessels in distress from collision, breakdown, and fire 
at sea. 



98 The Yankee Mining Squadron 



CHAPTER TWENTY-THREE 
The Mine Force, Old and New 

Details of preparation have been only briefly touched upon in 
the preceding chapters, though actually their influence on the 
success of the operation deserves more prominence. It will not 
be supposed that the new squadron just grew, or that in the active 
operations everything just broke fair. On the contrary, success 
was earned by logical, consistent preparation, extending back over 
years and by sound organization and execution when the plan was 
launched. Hard work, development of doctrine, and prospective 
study, between 1914 and 1917, bore fruit, and, for the navy's 
credit, the foresight which produced it deserves record along with 
the achievement itself. 

While suitable and adequate material would ever be the first 
essential in such an operation, the all-important question lay in the 
personnel afloat. The excellent qualities of the new mine would 
be of no avail without proper laying of the barrage. Fortunately 
we already had a minelaying force, small but capable, so that we 
did not look abroad for instruction. 

Prior to 19 14, minelaying from a ship underway had received 
little attention in our navy, but when some early events of the 
great European war showed what a part mines were likely to play 
in the future, mining affairs were made the principal duty of 
Captain G. R. Marvell in the Navy Department, the conversion of 
two more minelayers was pushed to completion, and mine training 
was taken up in earnest in the fleet. 

The hitherto solitary mine ship San Francisco was taken out of 
the heterogeneous group known as the Auxiliary Division of our 
fleet, to become the flagship of a separate organization for mining 
and mine sweeping, which was established on July 10, 191 5, while 
Admiral F. F. Fletcher had the Atlantic fleet. 

In the development of this new branch, which was under my 
command until September, 191 7, one truth came out forcibly, that 
the sustained attention requisite throughout mining operations 
could only be insured by keeping everything up in man-of-war 
style. Laying and recovering mines was messy work, and in a 



The Yankee jMining Squadron 99 

ship of a type long obsolete, classed as auxiliary, and using a 
weapon of stealth barely tolerated, to maintain such a standard 
was not easy. As Sir Eric Geddes, First Lord of the British 
Admiralty, said in a speech in New York, " Before the war, mine- 
laying was considered unpleasant work for a naval man, an occu- 
pation like that of rat-catching, and not attractive." 

Whatever aversion may have been felt cjuickly vanished in the 
growing interest that had been aroused. Besides its own specialty, 
the new branch joined the fleet's tactical, gunnery, and strategic 
exercises, these last leading to new activities and to study of the 
possibilities of mines and of the logical functions of the Mine 
Force. Both Admiral Fletcher and his successor, Admiral H. T. 
Mayo, did all in their power to establish the new element firmly 
as a regular part of the mobile fleet. Their interest and encourage- 
ment had immediate eft'ect in confirming the personnel's sense of 
value, which had been engendered by the variety of their employ- 
ment, the stimulating results of their efforts, and belief in the 
power of their weapon. 

Experimenting with submarine nets was also taken up, and in 
our first six months of war, the Mine Force was employed chiefly 
in planting three nets in Chesapeake Bay, and one each in Long 
Island Sound and at Newport entrance. Success with the Long 
Island net, over five miles long, was only achieved after a hard 
struggle with a five-knot current, which time after time swept the 
net away or, crushing its buoys, pulled it under and entwined it 
with tons of kelp. 

Such in outline was the scope of J\Iine Force activities during 
the 28 months prior to preparing for the North Sea expedition. 
We had not yet laid any minefields during the war, but as if in 
practice for the very operation to come, the Force, early in 
December, 19 16, had laid a minefield ofif the Jersey Coast, below 
Sandy Hook — 200 loaded mines, in three parallel lines laid simul- 
taneously, and all taken up by next day — the press not notified. 
Various arrangements in connection with the handling and trans- 
portation of mines had been planned and actually practiced. For 
result — when the Northern Barrage project came under consider- 
ation, the question of practicability of the operation could be 
answered yes with confidence, and the subsequent working out of 
mining installations, organization, and training was guided by 
reliable data — all from our own experience. 



lOO The Yankee Mining Squadron 

Many-sided experience had produced a well-knit organization 
of units that were resourceful, self-reliant, and mutually helpful, 
well trained on sound lines in minelaying, singly and together. 
Long hours and work in all weathers were a matter of course. 
Quiet self-confidence was the mark of the Force spirit. And thus, 
although the original Mine Force was much too small for the 
great task ahead, its value as a nucleus and leaven for the greatly 
enlarged mine squadron to be formed could hardly be overstated. 

Since the autumn of 1916, the principal Mine Force officers had 
been myself, as Force Commander, Commander H. V. Butler, 
commanding the flagship San Francisco and senior aid. Com- 
mander A. W. Marshall, U. S. S. Baltimore, and Commander 
T. L. Johnson, U. S. S. Dubuque. All these were to take part in 
the North Sea operation and were concerned in its preparation — 
myself in charge, Butler training the new crews, Marshall experi- 
menting with the new mine, which Butler concluded, and Johnson 
helping to select the new ships, then going abroad for information. 
Their experience and their ships were invaluable both in prepar- 
ation and afterwards. On the principle that, let material be old 
or new, discipline may be the best, the style of these seasoned men- 
of-war, aiming to match the highest naval standard, was always 
a strong influence in the squadron. 

In October, 191 7, with the original order to go ahead, which was 
accompanied by a word of strong approval, from the President 
down, the development of plans and co-ordination of all prepa- 
rations became my principal duty in the Office of Naval Opera- 
tions. Command of a minelayer and two years at the head of 
mining affairs in the Atlantic fleet had given me experience that 
was directly pertinent. 

The intention being to lay the barrage as soon as possible, and 
counting five days as the least time between minelaying oper- 
ations — coaling, embarking' mines, out, laying, and back — the 
expected manufacturing output of 1000 mines a day demanded 
a minelaying squadron with capacity of 5000 mines at one time. 
Towards this, our San Francisco and Baltimore carried together 
only 350 mines. The eight new vessels would add 5350, thus pro- 
viding a good margin, either for the loss of a ship or for speeding 
up. 

No time was to be lost. The demand for ships, ship-yard work, 
and ship equipment for other purposes was increasing every day. 



The Yankee ]\Iining Squadron 



lOI 



Within lo days the Eastern Steamship Corporation's fast pas- 
senger liners Massachusetts and Bunker Hill, running daily 
between New York and Boston, were purchased outright, becom- 
ing the Shazmmit and Aroostook. Within a month the Southern 
Pacific freight steamers El Rio, El Dia, El Cid, and El Siglo were 
taken over, becoming Roanoke, Housatonic, Canonicus, and Can- 
andaigna, respectively. Carrying 860 mines each they soon be- 
came known as the Big Four. The Old Dominion steamers 
Hamilton and Jefferson, familiar to passengers between New 
York and Norfolk, followed by December 6, 1917. 

The task of making four freight ships habitable for crews of 
400 men, at the same time carrying twice as many mines as any 



^ 



..,u 








The Boston-New York Passenger Liner " ]\Iassachusetts." 
Before conversion into a minelaj'er. 



other vessel of their size, is not done by a wave of the hand, and 
as for the four passenger steamers taken, they were gutted like 
fish — saloons and cabins ripped out — before their conversion could 
begin. Although plans had to be based upon what could be done 
within a reasonable time, with material and labor scarce, all 
features had to conform to the requirements of the mining instal- 
lations. These were almost entirely new on the scale contemplated,, 
either in our own or any other service. There was little data 
available of similar installations, except some British mining 
memoranda and a few belated blueprints. Lieutenant DeSalis, 
R. N., kindly placed his experience at our disposal, which was a 
help, but attempts abroad had not made a success of mine eleva- 
tors — which would form a cardinal feature of our installation — 



I02 



The Yankee Minixg Squadron 



nor had others gone in for mine-carrying capacity to the extent 
we contemplated — which was the maximum number consistent 
with not squeezing the crew intolerably. Hence, little of their 
information proved applicable to our case. Experience in our own 
minelayers, however, San Francisco, Baltimore, and Dubuque, 
during the past three years, enabled many details to be decided 
with a confidence that subsequent results confirmed. 

That winter of 191 7-18 will be long remembered ! Material was 
scarce, transportation congested, labor unsettled, fuel short, 
weather severe, haste and high prices everywhere. i\Iuch delay 
came from lack of interest among workmen. The campaign of 





The 20-Knot ^Minelayer " Shawmut." 
Formerly the coastwise passenger liner Massachusetts. 

addresses by good speakers explaining the need for the ships and 
the men's own interest in doing their best, did not begin until 
sometime in February, and then only in a small way. There was 
insufficient supervision, the contractors were converting vessels 
to a type for which no model existed, and plans were not forth- 
coming as fast as wanted, often not in the logical order. Besides 
delays and losses of material in transportation, one trade in which 
labor was shortest — shipfitter — was the one on whose work much 
of the other had to wait. 

By constant urging and anticipating probable delays, the work 
as a whole was kept always progressing, even if at times slowly. 
The captains to be, and their principal officers, came to the ships 
soon after their taking over, and by January 25, 19 18, two of the 



The Yankee AIining Squadron 103 

largest ships, Roanoke and Housatonic, were enough advanced 
to be commissioned. Living conditions were extremely rough 
amid the dirt and disorder, made worse by the slush and mud in 
the unpaved shipyards ; but the presence of ofificers and men on 
board exerted constant forward pressure, while they were becom- 
ing acquainted with their ships. In the conversion of the Shazv- 
imit and Aroostook at Boston Navy Yard, the ships' companies 
worked in industrial gangs alongside the civilian employees, with 
such actual accomplishment and setting such an example, as to 
advance the date of completion materially. At the same time, 
their training progressed so well that, on June 16, 1918, only one 
week after completion, they started across. 

Every 10 days or so during the five months shipyard work, 1 
would go from Washington for a conference with the captains 
and the navy yard officers at New York and Boston, to keep in 
touch wath the actual progress and the matters that appeared to 
need special attention. These conferences eliminated infinite 
writing and enabled closer touch to be kept with all preparations, 
additional effort to be more appropriately applied, than were pos- 
sible by regular procedure alone, especially amid the swollen 
volume of correspondence in general. They developed, too, a 
good understanding among the officers, which made for future 
harmony and gained time towards the squadron's readiness. 

Before the new ships were delivered, a special camp at Newport 
had been provided for training their crews under Mine Force 
officers. The San Francisco and Baltimore gave some practical 
instruction on board, and the camp was supplemented elsewhere, 
so that few, if any, wholly untrained men went to any ship. 
Three gun crews were trained in the battleships for each mine- 
layer, and the engineer personnel were kept under training at 
Philadelphia until wanted. For the officers, similar measures were 
taken to put them in touch with the methods and experience of the 
Mine Force, as far as this could be done with ships most of the 
time at shipyards, fitting out. 

Unlike the old Mine Force, the new was to consist of organiza- 
tions on shore as well as afloat, and for this an officer of flag rank 
was wanted. Rear Admiral Joseph Strauss, U. S. N., was selected 
as the new Commander of the Mine Force. 

Long identified with ordnance matters and of distinguished ex- 
perience at the Naval Ordnance Proving Ground and Smokeless 



I04 The Yankee Mining Squadron 

Powder Factory, he was Chief of the Bureau of Ordnance for 
some yearsbefore going to command the U. S. Battleship Nevada, 
which he quitted to take command of the mine operation. On 
February 15, 1918, he came to temporary duty in the Office of 
Naval Operations, where he familiarized himself with all infor- 
mation bearing on the operation and its preparation, and after a 
tour of inspection to the ships and acquainting himself with the 
mine situation, he sailed for England with his aid, Lieutenant 
Noel Davis, U. S. N. On March 29, 1918, he assumed command 
of the Mine Force, with headquarters at U. S. Naval Base 18, 
Inverness. Scotland. Thereupon the original Mine Force, con- 
sisting only of ships, became Mine Scjuadron One. and it became 
my part to complete its preparations in the United States and 
command the active force afloat. 

The new Mine Squadron One was organized on Wednesday, 
April 10, 1918, at Hampton Roads, Virginia, on board the 
squadron flagship San Francisco. I relieved Captain H. V. 
Butler, U. S. N., who had been in command of the ]\Iine Force in 
the interval. He remained as captain of the flagship and was also 
my chief-of-stafif — the same association that w^e had in the old 
Mine Force. Commander Bruce L. Canaga, U. S. N., who 
had been my invaluable assistant in Washington since the prepa- 
rations began in November, came as my senior aid. 

To us who had struggled through the long winter's difficulties, 
it was a memorable event when the first new minelayer, the 
Roanoke, Captain Stearns, joined the flag, on Friday, 12th April. 
191 8. She was followed closely by the Honsatonic, Commander 
Greenslade, and by the Canandaigua, Commander Reynolds, 
next day. All was arranged for their loading with mines, and 
they began at once. By a week later the Quinncbang, Commander 
Mannix, and Canonicns, Commander Johnson, had joined, com- 
pleting the number ready for service at that time. 

Almost immediately the Roanoke was sent across ahead of the 
others, an inspection only 16 days after leaving the shipyard show- 
ing that her excellent condition warranted it. She was to help the 
Baltimore, already there, to finish laying the minefield in the North 
Irish Channel, described in a previous chapter, but though she 
arrived in good season and ready, through a change of plan the 
Roanoke was not employed there, proceeding instead to Inver- 
gordon. 



The Yankee Mining Squadron 



10 = 




3 DD333D333 



th 



Uh 



o 



io6 The Yankee Mining Squadron 

The other four, with the San Francisco, continued the training 
program. An engine accident in the Housatonic, needing lo days 
at Norfolk Navy Yard to repair it, delayed us a week, which was 
profitable for tying up the many loose ends left by the shipyards. 
Our second great event came on Sunday, 28 April, 1918, when the 
new squadron got underway together for the first time to exercise 
tactics and signals while en route from the Chesapeake for 
Provincetown. The day began and ended with steering gear 
troubles, and was followed by 40 hours of fog, which deprived us 
of valuable time that had been counted on. Tuesday, at 5 p. m., 
the San Francisco and Housatonic arrived at Provincetown. The 
Canandaigua was already maneuvering on the measured mile 
course while her diver was searching for a lost anchor. Canonicus 
was anchored inside. Quinnebaug reported herself anchored in 
the fog ofif Nantucket Lightship, repairing an engine break. 

Next day, the morning fog lifted enough for all to begin stand- 
ardizing over the measured course, afterwards proceeding to 
Gloucester Harbor, Massachusetts, where the final mine proving 
and the first practice minelaying by the new ships would be done. 
Strenuous days these, especially for captains! Housatonic asked 
permission to lag behind awhile, arriving at Gloucester very late. 
" Sorry to drag you over at this unchristian hour, Greenslade, but 
I wanted to see you about to-morrow's work." " Oh ! never mind, 
sir. This is the life!" 

Quinnebaug joined next afternoon, but she still needed some 
engine repairs which required navy yard assistance, and was ac- 
cordingly ordered at once to Boston. More than unwelcome there 
with mines on board, the work and her departure were heartily 
speeded. 

After scarcely any let-up since the ships had left the shipyards 
four weeks previously, a Sunday, May 5, 1918, was devoted to a 
well-earned rest. And now had to be decided whether to continue 
training longer or not. Outside of the ships singly, little had been 
done. They had not even been all together since the first evening 
at sea. Yet the mine bases were in such need of the 500 men that 
we were to bring them that, although only a meager part of the 
training had been carried out, it was decided to push on. There 
w^ould be tactics and gunnery exercise en route, and possibly other 
training that had been omitted might be made up then too. 



The Yankee Mining Squadron 107 

And so the original period of time, estimated as necessary to 
prepare, was adhered to, namely: in 45 days after leaving the 
shipyards to be at the North Sea base, with coal and mines on 
board, ready for a minelaying operation. Despite the numerous 
delays and mishaps, our arrival in Scotland, May 26, 1918, was on 
the fortieth day from the fifth ship leaving the yard, and all ships 
were ready for duty. 



io8 The Yankee Mining Squadron 



CHAPTER TWENTY-FOUR 
After the War 

The war over, the reorganized United States fleet was to include 
only the San Francisco, Baltimore, Shawmiit, and Aroostook as 
minelayers. The Big Four ships were to bring troops home, and 
the Quinnebaug and Saranac to go back to their owners, the Old 
Dominion Steamship Company. The Sati Francisco needing re- 
pairs, the squadron flag was transferred temporarily to the Balti- 
more. This took place 17 January, 1919, at Newport, Rhode 
Island, whence we had sailed on our mission eight months before. 

Never before in all my experience had I been in an organiza- 
tion where harmony, mutual confidence, good will, and loyalty 
prevailed so completely as in this Mine Squadron. The high spirit 
of the officers and men showed in the condition of their ships, 
their work, their disciphne, and their individual personal bearing. 
To command such a body was an honor that could not be laid down 
in silence, and so, before the two pioneer minelayers parted, I 
spoke to their assembled officers and men as follows : 

I am speaking to you to-day as representing the Squadron. It is very 
appropriate that, on this occasion of temporarily transferring the flag, I 
should get together the officers and crews of the two old war horses, San 
Francisco and Baltimore, that have made our success possible. The work 
in the Northern Mine Barrage did not begin only a year ago. It began for a 
squadron of mining ships when the Baltimore and the Dubuque joined the 
San Francisco, in the middle of 191 5. These old ships set an example that 
made the rest aspire to follow, to live up to the high standard and steady 
pace necessary to accomplish what we have done. 

To-day marks the end of the " Yankee Mining Squadron," that did four- 
fifths of the Northern Mine Barrage. I do not need to tell you how highly 
mentioned our work has been. When the reports have been published, no 
doubt it will be highly thought of in this country and by all who read about 
it in the future. This success is due, not to any one of us, not to any few 
of us, it is due to all of us. I am very proud to have commanded such a 
force. It is a deep gratification to have such a success come as a result of 
the efforts we have made through four years. Naturally, I shall never 
forget, but I wish to let you know that you should never forget it. 

The Squadron is now reorganizing. Some of you may go to other duty, 
some may go out into civil life, where you will work during the conditions 
of peace which you helped to bring about. And now let me remind you 



The Yankee Mining Squadron 109 

of the principles on which we won success in our part in this war and on 
which we always did our work. Remember this ! that the everyday things 
are the easiest to forget, and it is because we have carefully kept before us 
the importance of doing the everyday things right that we have earned 
success. We have not been afraid of work, we have never shied at any 
job. Every man has felt his part as important to do properly as any other 
man's part, and as long as the work was to be done he has kept up his 
attention. That has been the main principle — not to slack down — that a 
job is not finished until it is done, and it is not done until it is done right. 
We have not sought the easiest way but the right way, and we have gen- 
erally found that the right way was the easiest way in the long run. And 
further, that a job, to be rightly done, must be as good at the end and in 
the middle as in the beginning. We have not slackened. The 860th mine 
of the Canoniciis, of the longest string ever laid, was as good as the first or 
the 300th or any other mine. 

I congratulate you all on the work you have done. It will be a very satis- 
factory and proud memory for you and for all those connected with it. But 
I congratulate you most on the preparation that it gives you to do still 
more, to be better men, to be better citizens. Nothing more valuable could 
come from our work than that. 

You can fancy what my associations are with these two ships. I made 
my first cruise as a commissioned officer in the Baltimore ; and the past 
four years in her and the Sa}i Francisco have been the most interesting 
I ever had. I am very sorry to leave you of the San Francisco even for a 
short time, but I could not leave under happier conditions. To leave at a 
time of a success like this happens only once in a lifetime. Good luck to 
all of you. 

Long before the barrage was finished we were studying how to 
sweep it up, and soon after the signing of the armistice, experi- 
ment began towards safeguarding the sweeping vessels. Before 
leaving for home the squadron transferred over 400 men to the 
bases for the sweeping duty, and subsequently a number of new 
sweepers were sent over from the United States, in groups com- 
manded by officers formerly of the mine squadron. 

The British authorities took steps immediately to mark out the 
barrage area, with. light- vessels and gas buoys, and actual sweep- 
ing began as early as December, 1918. It will take months to com- 
plete, but well inside a year from its laying the Northern Barrage 
will have become a thing of the past. 

It served its purpose, and more besides. Through the part 
played in former wars, submarine mines grew in recognition, 
though slowly, as important means of defense. In this war they 
came into extensive employment in ofifense, the largest as well as 
most striking offensive use being the Northern Barrage, which, 
in popular phrase, put mines on the map. 



no 



The Yankee Mining Squadron 



„ 


M 0\ 0^^ 


LO 


O) 


o 


o 


On O 




,*_, 


00 On CM O 1-00 00 t^ 1^ MD 




o 


f^ roOO M O t^ " On 1-1 C^l 




■ H 


OnOnOOOOvO ^cOCn) (N w 






O O • • O O O O O 


O 




On O • • " - -1- -t t-N 


NO 




00 CO • -NO NO ro "^ M 


CO 




O O lo m Lo lo • • O 


o 




CNj OJ ID lO M M • • t^ 


lO 




OOOOOOOONONO • • « 






ooooooooo 


o 


M 


NO -^ tTNO hi 1-1 r^ CO I^ 


in 


l-( 


00 00 00 00 \0 NO fO PO 1-1 


LO 




ooooooooo 


o 




NONO-^'^'-ll-^^jfOt^ 


lO 




00000000>ONO<^f^. " 


lO 










OOOOOOOOO O 


o 


^ 


rorOfO'^OOMCNir^ 00 


1 CN) 


o\ 


00 00 00 00 NO NO (^ CO 1-1 w 


1 "^ 

lO 




oooooo -oo 


1 ° 


n 


04 CN| CN) (N) o NO • t -. l^ 


00 


00 


OOOOOCOONO-J-) -OlM 


1 00 

1 -* 




o o • 


o 


a 


On 0\ • 


00 


t^ 


CN| CN) . 






ooooo -ooo o 


o 


t-s 


-►-1-HCNON-i-CNir^ cc 


CN) 


00 00 00 00 lO . CO fO " 1-1 


^ 




o ■ o o o • o • o o 


o 




rt . ^ tT - . ro -^ OC 


o 




NO • NO NO NO • c^ • --l 1-1 


O) 

CO 




NO 


NO 


ca 


NO 


NO 


m 


*"* 


^ 




oooNo • -ooo o 


NO 




l^ <N t^ -1- • • On lO 1^ OC 


ON 




l-ir<^MM . .r-ll-HhH M 


lO 




OOOnOOOOOO O 


o 


■* 


1-1 "-, t^ -H o 00 0) fNi r^ OC 


On 


00 CO t^xCO NO LO i~n CO 1-1 1- 


CO 






LO 




OOOOOOt^OOO o 


LO 




On -rfNO CO O On CNl O r^ OC 


On 




t^oo rxoo NO "^ CO CO 1-1 i-1 


CO 

LO 




^ 






ooo 


O 


N 




CN) 


woo w 


CN) 






01 




CO On lO LO • • . -co O 


LO 




NONo t^ Tf • • • • lo a 


00 




t^r^r^ tv • • • -1-1 M 


CO 
CO 
















] ^^ 


















• O. 


















• J3 


















O '^ 




tn 




rt 








U U) 




c 


". o 3 


bD 




in oi 






nonicus 
usatoni 
nandaig 
anoke . 
innebau 


oostook 
awmut 
n Franc 
idron F 
Itimore 
















m 






" IN CO -^ LONO r^oo O' — • C 


) 
















1- 





" ONO t^ 

t^ t>. -r >-i 

LO TT m M 



^ qj 



O O 'u ^j 

HH«0 



On NO LO 



03 OS 






s ^ 



CI, CL M "rt ni 
3 3 O O 






^"-1 £■« 

C c rt h 

'" ° E n 

•-< cr " 
■- u"^ o 



^.M.r 






•Se 



C C • 
c • • 



PhW e 



